Device to move an object back and forth

ABSTRACT

Disclosed herein are two separate processes that do not require a propellant and do not produce an equal and opposite reaction against any external form of matter in the Local Inertial Reference Frame and do not violate Newton&#39;s Laws in the Universal Reference Frame. The first process produces horizontal motion, relies on the earth&#39;s gravitational field as an external force, and has been successfully tested. The second process produces vertical motion and relies only on the aether. It has been successfully tested considering the effect of the earth&#39;s gravity. Due to the law of conservation of angular momentum, the first process is normally considered not possible, but with the proper use of an external field (for example, gravity) and the phenomenon of precession, it becomes possible. A clear distinction is made between a simple rotor and a gyroscope which is a far more complex device.

INTRODUCTION

Inertial propulsion is a largely undeveloped field. Inertial propulsionis defined as propelling a vehicle without the use of a propellant suchas rocket fuel or ions, or by the application of an obvious externalforce. In short, inertial propulsion is propellantless propulsion.

After consulting with prominent physicists, based on currentdefinitions, the earth's gravity is definitely considered an externalfield (and force). If a one pound object is sitting on a table, thegravitational field causes it to exert a one pound force on the tableand to keep the object from falling the table responds by exerting anequal and opposite upward directed force. Contemporary thinking islargely that because the gravitational field is by definition exactlyperpendicular to the horizontal, it can not be used to cause an objectto move horizontally. This has been true for all the approaches thathave been tried in the past, but that does not prove it cannot be done.It just remains for someone creative enough to figure out how to do it,and this patent defines that unique process.

The two processes referenced above are examples of converting the rotarymotion of a spinning rotor into unidirectional linear motion.

Gravity causes the phenomenon of natural precession (precession notusing a man-made forcing torque). It is common knowledge that a spinningprecessing rotor has a reduced level of inertia and angular momentum inthe direction of precession while it is precessing, although thatprocess is currently not well understood or agreed upon. Consider aone-foot long axle with one end on a pivot point attached to a base anda spinning rotor on the other end. By removing a support at the rotorend of the axle and relying on gravity to precess or move the spinningmass 60°, for example, and then reinserting the support so thatprecession stops, the mass of the rotor will have moved a lineardistance of exactly one foot (equilateral triangle). The mass will havemoved this distance of one foot and it will have done so with a reducedlevel of inertia and angular momentum and hence with a reduced reactionagainst the pivot point and hence against the base. During precessionthe base will have moved only very slightly in the direction oppositethat of the precession; for example one-tenth of an inch for a giventable-top device. Then if precession is stopped and the spinning rotoris pushed or reset back to its original position while it exhibits fullinertia and angular momentum, their will be a full reaction against thepivot point and hence against the base, and so the base will have moveda significant amount in a direction opposite to the reset direction, butin the same direction as the original precession. The net result will bethat there is a net motion of, for example, 1 inch in this example, inthe direction of precession, for each cycle of the precession and resetaction.

Throughout this document the terms “housing” and “vehicle” and“carriage” have the same meaning and are used interchangeably.

The second form of inertial propulsion disclosed herein producesvertical motion and does not rely upon any internal or external familiarand convenient field except that of the all-pervasive aether. It reliesupon a forcing torque to turn precession on and off to produce thestates of low and high levels of inertia necessary to result in a netupward movement in the absence of a strong enough gravitational field.The form of inertial propulsion that produces vertical motion isreferred to as Vertical Motion by Mass Transfer (VMT).

Inertial propulsion consists of two different levels of performance. Thesimpler forms of inertial propulsion produce only movement with avelocity limit that cannot be exceeded and is referred to as HorizontalMotion by Mass Transfer (HMT) and VMT. Although the simpler formsproduce significant acceleration during the beginning of each cycle,they do not produce sustained acceleration (SA), and as such, aregenerally not suitable for propulsion to distant stars, although theymay be suitable for interplanetary travel, in particular for unmannedvehicles, depending on the level of the development of the technology.However, VMT is clearly suitable for moving manned or unmanned vehiclesin outer space applications where little or no significant gravitationalfields exist, such as maneuvering near the Space Station, small planets,asteroids, comets, libration points, geostationary orbits, or ingeneral, any orbit where the centrifugal force cancels the gravitationalforce, and for spacecraft attitude control'.

The more desirable form of inertial propulsion has a higher level ofperformance and produces sustained acceleration (SA). The essence ofthis invention deals with sustained acceleration only in a limitedsense. Full details relating to sustained acceleration will be disclosedafter further research has been completed and a model has been builtthat can satisfactorily and repeatedly demonstrate sustainedacceleration.

It is widely accepted that the inertia of a non-rotating body isproportional to its mass and is an instantaneous function of all therest of the mass in the whole universe^(8,9) via the medium of theaether (also called the universal lattice or universal reference frame).It follows directly that an accelerating mass has an interaction withall of the rest of the mass in the aether¹⁰. Rotation of a body involvescentripetal acceleration, which is a subset of more generalizedacceleration. In the specific instances of the devices disclosed in thisinvention, the accelerating mass is a spinning precessing mass having areduced level of inertia in the direction of precession, depending onits construction. Since the inertia of a body is a function of itsinteraction with the aether, the reduction of the inertia of a spinningprecessing mass in the direction of precession is also a function of itsinteraction with the aether. The exact reason for the reduced magnitudeof inertia and angular momentum during precession and a calculation ofthe magnitude of its reduction is not well understood or agreed upon bymany present day physicists. The inventor has derived his own formulafor the reduced inertia and angular momentum as shown in laterparagraphs.

The essence of the two processes for inertial propulsion disclosedherein is that a spinning mass has a reduced value of inertia while itis precessing in one direction and full inertia while it is notprecessing and is being pushed or propelled back in the oppositedirection to its starting point. While it is precessing with a reducedlevel of inertia, its center of mass is moving in an absolute referenceframe in one direction while the vehicle that contains it will be movingwith a lower velocity in the opposite direction. But when the spinningmass stops precessing and has full inertia and is driven back to itsreference position within its vehicle, forcing it back has a fullreaction on the enclosing vehicle that moves the enclosing vehicle by anamount related to the ratio of the mass of the spinning rotor (while notprecessing) to the mass of the rest of the complete vehicle assembly.One cycle of this propulsion consists of precessing forward with areduced level of inertia and then resetting the spinning mass back toits reference position with full inertia resulting in a net movementforward. The cycle is then repeated continuously for further movementforward.

Because of the difficulty of being issued a patent on a device that somescientific minds think violate some basic principles of science, thetitle and claims of this invention do not refer to propulsion, butsimply to the structure of a device that moves an object back and forth.In reality, if the device will move an object more in one direction thanthe other (back or forth), then the device will indeed represent oneform of inertial propulsion.

BACKGROUND OF THE INVENTION

For almost a century now there have been close to a hundred patentsissued that claim to produce inertial propulsion, usually in the form ofconverting rotary motion to unidirectional linear motion. NASA funded aprogram titled “Breakthrough Propulsion Physics” (BPP) from 1996 to2002. It was a very successful program in that it provided anopportunity for anyone who believed they had a propulsion breakthroughto present their concept. Its goal was to seek the ultimate solutions tothe following three main problems: no propellant required, speedsapproaching that of light, and a source of energy to power any suchdevices (for example, zero-point energy). Terms like “Space drives,”“Warp drives,” and “Wormholes” are now being used routinely and arewritten about regularly in reputable scientific journals providing avery healthy atmosphere for creative breakthroughs, thanks to the BPPproject.

The BPP Project was a success in that it produced 14 peer-reviewedarticles. The project was terminated in 2002 due primarily to a lack offunding, but also due to the realization that out of thousands ofsubmissions, nobody had submitted an idea that appeared to work. Many ofthe submissions to the BPP Project involved concepts that were alreadyknown not to work. Most of the concepts were divided into three commoncategories: Oscillation Thrusters, Gyroscopic Antigravity, andElectrostatic Antigravity. A detailed analysis was given of at least oneexample in each of the three categories. The analysis would give adescription of the device, then state why it looked like a breakthrough,give a reflexive objection as to why the device cannot work, a deeperassessment, a conclusion, and a “What If” in case someone actuallyfigured out a way to make it work. As an example of an oscillationthruster, the “Dean Drive” described in U.S. Pat. Nos. 2,886,976¹ and3,182,517⁸ was given. As an example of a Gyroscopic Antigravity device,Dr. Eric Laithwaite's⁴ work was mentioned. As an example of anelectrostatic antigravity device, various Biefeld-Brown effect deviceswere mentioned, including Lifters, and Asymmetrical Capacitors.

An example of what appears, at first glance, to be propellantlesspropulsion, but in reality cannot move its center of gravity, is givenby U.S. Pat. No. 5,280,864 and described in reference 8.1.

Electrogravitics, and Electrokinetics.

The first instance known to this inventor of a successful demonstrationof movement of a device involving the use of gravity as an externalforce was made by Alexander Charles Jones on May 20, 1975. Alex Jonesdemonstrated successful inertial propulsion one cycle at a time to Dr.Eric R. Laithwaite. Alex Jones (now deceased) may be considered as theFather of Inertial Propulsion. A reenactment of this first demonstrationmay be observed by watching the British Broadcasting Company's videotitled the “Heretics”. Alex Jones' first patent application was inGerman and was titled, “Vortriebsvorrichtung” (Forward Thrust Device⁶),Patent #23 41 245. The patent was filed on Aug. 16, 1973 and was issuedon May 22, 1975. The principal inventor of this current InertialPropulsion System (H. Fiala) translated the original Jones patent fromGerman to English.

By far the most comprehensive patent to date on the subject of inertialpropulsion is that by Dr. Eric Robert Laithwaite (also now deceased),U.S. Pat. No. 5,860,317 titled, “Propulsion System⁴”, filed on May 5,1995 and issued on Jan. 19, 1999.

The problem with existing space vehicle propulsion systems is that theyrequire large amounts of highly explosive propellants, as can berecalled from the explosion of the Space Shuttle Challenger in 1986 andthe explosion of very many rockets on the launch pad for both the UnitedStates and foreign countries. Rockets using solid or liquid propellantsare clearly a brute force and very dangerous approach to manned spaceflights and space travel. Zero-point energy^(9,10,12,13,14,15,16,17) isnow recognized as existing even though man has not yet managed tosuccessfully harness it. However, it is anticipated that within a fewdecades, assuming that zero-point energy will have been developed,combining a zero-point energy source with an inertial propulsion systemwill constitute a perfect marriage of the two technologies for futuretravel to the planets and the stars.

OBJECT AND SUMMARY OF THE INVENTION

A principle object of the present invention is to provide for the firsttime a viable process of inertial propulsion and to slowly do away withbrute force rockets with their highly explosive propellants. Theprinciples disclosed herein may be used for many velocity limitedapplications including station keeping for space applications; movementof payloads near the Space Station, small planets, asteroids, comets,libration points, geostationary orbits, and in general, any orbit wherethe centrifugal force cancels the gravitational force.

The embodiment employing the use of a gravitational field representsman's first real and practical exploitation of a gravitational field onearth to accomplish motion in a direction perpendicular to the gravityfield. If as much development was put into optimizing an inertialpropulsion engine as has been put into automobiles, a “Lamborghini” typeof car could be built that might theoretically do zero to 40 mph in lessthan one second. Such a Lamborghini employing inertial propulsion wouldhave four wheels, but no engine or transmission or differential or geartrains leading to them. The wheels would be used strictly for holdingthe vehicle off the ground with the front wheels also used for steering.

The terms Inertial Propulsion Unit (IPU) and Inertial Propulsion Device(IPD) are interchangeable, although the term Unit usually has a broadermeaning, while the term Device usually refers more to a specific device.

When multiple IPDs are operated in parallel and properly phased,approximately uniform motion can be realized. Each individual IPD, wereit the only one, will start and stop during each cycle, but continuousmovement is developed by the combination of multiple devices in anassembly. Whatever variations in velocity would exist can be smoothedout with springs and shock absorbers. But because each individual IPDcan stop each cycle (were it not for the other devices operating inassociation with it), when it is required that the vehicle as a wholecome to a full stop, this can be done in a single cycle, or a maximum ofthe number of cycles over which the velocity variations are smoothedout, analogous to a multi-stage electronic filter for reducing voltageripple. Such a vehicle could literally stop in a distance equal to a fewof its overall lengths. On the ground, it could perform all of themaneuvers that have been attributed to airborne UFOs, such as turningsquare or sharp corners and sudden stopping or acceleration. Thesemaneuvers are all attributes of a vehicle employing the simpler form ofinertial propulsion (MMT) described earlier.

The devices employing the earth's gravitational field can be constructedso simply that inertial propulsion toys are an absolute certainty. Asmall inertial propulsion toy radio controlled car that moves but doesnot have drive power to its wheels could easily sell for under $25 to$50 depending on its quality.

Amusement park rides could use inertial propulsion. The rides could stopessentially instantaneously during an emergency. Proper seat beltrestraints would be required. Merry-go-rounds, Ferris wheels, and allcarousel type rides are examples that could use inertial propulsion.

Aircraft in level flight could use inertial propulsion to save on fuelcosts to the extent that generating electrical energy for inertialpropulsion would be more efficient than developing thrust using jetengines. Because objects have their normal weight during normal flight,MMT could be used to increase the flight speed during normal flight andreduce the speed during landing. This would be helpful for takeoffs andlandings on short runways and to reduce noise to below legal limitsduring takeoffs and landings where this is critical (for example, theJohn Wayne Airport in Orange County, California). Dirigibles could bepowered by MMT. Submarines could move in total silence with no externalmoving parts.

An MMT device could propel a glider using only solar power andbatteries. No propellant or fuel would be required. The most efficientglider has a glide ratio of over 70:1. A Boeing 767 has a glide ratio ofabout 12:1. The Space Shuttle has a glide ratio of about 3:1. A glideror aircraft using MMT would use a small part of its forward velocity todevelop lift to overcome the glide ratio while most of its velocitywould contribute to the aircraft forward velocity.

The use of inertial propulsion units will generate completely newindustries and employment opportunities, and as soon as sustainedacceleration (SA) is developed, travel to the stars can be realized.

The nearest major star to the earth is Alpha Centauri. At anacceleration of only two g's, a round trip to Alpha Centauri, evenallowing one year in orbit around the star for observations, could becompleted in approximately five years. An astronauts spouse and childrenwould still be there and waiting for him/her.

HMMT stands for Horizontal Motion by Mass Transfer and will frequentlybe abbreviated to simply HMT. VMMT stands for Vertical Motion by MassTransfer and will frequently be abbreviated to simply VMT.

Another object of this invention is to provide enough detail andexamples so that the applications can serve as a primer or tutorial onthe principles and development of inertial propulsion systems.

Satellite Station-Keeping

For satellite station-keeping, a special space-qualified VMT IPD couldbe designed using magnetic bearings for the rotors and make the designcompletely free of any wear on the moving parts. A space qualified VMTIPD could probably be developed for less than the cost of conventionalstation-keeping hardware.

Maneuvering in Orbit: (Space Station, orbital utility vehicles, InertialPropulsion Tractor), deorbiting of failed or spent satellites, areexamples of using VMT in Space applications.

PREFERRED EMBODIMENTS

Since inertial propulsion is a new field and there are so many possibleconfigurations, many different configurations have been included in thisapplication. For learning the principles involved, the preferredembodiments are those depicted in FIGS. 1, 20, and 48. For HMT thepreferred embodiment is shown in FIG. 10 (a) since all four rotors aredriven by the same motor and automatically have the same angularvelocity, thus eliminating any rotor speed control problems. For thesake of simplicity, for VMT the preferred embodiments are those shown inFIGS. 22 and 24, insofar as all torques about the vertical axis arecancelled out.

LIST OF DRAWINGS

FIG. 1: Simplest One-Rotor HMT IPD

FIG. 2 (a): Alternate One-Rotor HMT Embodiment with Traction RingOutside Rotor

FIG. 2 (b): Alternate HMT Embodiment with V-Groove Traction Ring

FIG. 3: Two Deck, Two Rotor HMT Embodiment

FIG. 4: Alternate HMT with Traction Ring Outside Rotor

FIG. 5: Two One-Rotor HMT Decks Stacked

FIG. 6: One Deck, Two HMT Rotors, Gear Box

FIG. 7: One Deck, Two HMT RPR, Gear Box

FIG. 8: One Deck, Two Rotors, Overhead Traction Ring

FIG. 9: Four Rotors on One HMT Deck

FIG. 10 (a): Four Rotors on One HMT Deck with Gear Drive

FIG. 10 (b): Four Rotors on One HMT Deck, Underside View

FIG. 11: Two Four-Rotors Decks Stacked

FIG. 12: Solid Disk Rotor and Thin Rim Rotor Compared

FIG. 13 (a): 60 Degree HMT IPD

FIG. 13 (b): 60 Degree HMT IPD, Side View

FIG. 14: S-Curve HMT

FIG. 15: Velocity Waveform for One-Rotor HMT

FIG. 16: Velocity Waveforms for Two-Deck One-Rotor HMT

FIG. 17: Velocity Waveforms for Four HMT Rotors on One Deck

FIG. 18: Velocity Waveform for Four HMT RPRs each 90 Degrees Apart

FIG. 19: Velocity Waveforms for 60 Degree HMT

FIG. 20: Simplest Two-Rotor VMT IPD

FIG. 21: Four Rotors on one VMT Deck

FIG. 22: Two Two-Rotor VMT Decks Stacked

FIG. 23: Four RPR VMTs on One Deck

FIG. 24: One Stack of Two Four-Rotor VMT Decks (Fiala Vertical SpaceDrive-FVSD)

FIG. 25: Two Stacks of Two Decks, Each Deck with Four Rotors

FIG. 26: Four Separate Decks, each with Two Rotors

FIG. 27: Four Separate Decks, each with Four Rotors

FIG. 28: Four Separate Stacks, each with Two Decks, each with FourRotors

FIG. 29: Basic Precess-Reset Cycle for VMT IPD

FIG. 30: Precess-Reset Cycle Waveforms for VMT

FIG. 31: Waveforms for VMT IPDs

FIG. 32: Vehicle Vertical Velocity for FIGS. 20, 23, and 24.

FIG. 33: Rotor Angular Position for FIGS. 22 and 25.

FIG. 34: Various Velocity Waveforms

FIG. 35 (a): Special Two Yoke Common Pivot Point Design

FIG. 35 (b): Special Four Yoke Common Pivot Point Design

FIG. 36: Using VMT Devices for Horizontal Motion

FIG. 37: Forcing Torque Increases with Time to Produce Acceleration

FIG. 38: Shaped Reset Pulse for Constant Velocity VMT

FIG. 39: Electronic Analog to Inertial Propulsion Unit

FIG. 40: Nano-IPD with Eight Nano-Rotors

FIG. 41: shows a one rotor HMT IPD with a magnetic ring to take theplace of gravity for in-orbit attitude adjustments.

FIG. 42: Simplest Two-Rotor, Four Deck VMT IPD with Torque Compensation

FIG. 43: Simplest Four-Rotor, Four Deck VMT IPD with Torque Compensation

FIG. 44: Stack of Four VMT IPDs of FIG. 24 for Torque Compensation

FIG. 45: Rotor Inside the Control Rings

FIG. 46: Self-Leveling HMT IPD

FIG. 47: Single Rotor HMT, Motor near Rotor

FIG. 48A: Single Rotor HMT, Motor near Center (Fiala Gravity Drive-FGD)

FIG. 48B: Single Rotor HMT, Motor at Center (Fiala Gravity Drive-FGD)

FIG. 49: Cone Rotor Inside Control Rings

FIG. 50: Flying Saucer Using an HMT IPD

FIG. 51: Control Ring

FIG. 52: Preferred HMT Prototype

BRIEF DESCRIPTION OF THE DRAWINGS

FIGS. 1 through 19, and 45 through 51, all refer to HMT (HorizontalMotion by Mass Transfer) devices while FIGS. 20 through 40, and 42through 44, all refer to VMT (Vertical Motion by Mass Transfer) devices.

FIGS. 1 and 45 are drawings of the simplest known inertial propulsiondevices. They may be referred to as single deck configuration thatcontains only one moving part consisting of a rotor, an axle, and therotor and gimbal of an electrical motor. Other parts include a tractionring, a support ring, and the supporting carriage.

FIG. 2 (a) is similar to FIG. 1 except that traction ring 5 is on theoutside of the rotor instead of just inside it. Instead of a tractionwheel disk with a larger diameter disk keyed to the end of the axle, theround traction surface is simply an extension of the rotor axle with adiameter suitably chosen, reduced or enlarged, for the desiredprecession angular velocity.

FIG. 2 (a) is similar to FIG. 1 except that the traction wheel rides ona traction ring on the outside of the rotor and it uses safety plate 115in case the rotor fell out of precession.

FIG. 2 (b) is an alternate to FIG. 2 (a) in that the safety plate isreplaced by a safety ring. The safety ring is a full 360 degrees as amatter of drawing convenience instead of being only from 180 to 360degrees during which precession occurs. In addition, traction axle 116is replaced by traction wheel 196 and traction ring 105 is replaced byV-groove traction ring 197. Also, FIG. 2 (b) shows a base with wheelsand hydraulic shock absorbers to smooth out velocity variations.

FIG. 3 consists of two one-rotor decks like the one in FIG. 1 that arestacked one on top of the other and 180 degrees out of phase so that oneof the two decks is always providing forward motion. In the upper deck,the support ring and the traction ring are inverted from theirconfiguration in FIG. 1 and the rotor axle rides on the underside of thetraction ring

FIG. 4 is similar to FIG. 2 (a) except that safety ring 129 takes theplace of safety plate 115.

FIG. 5 is two one-rotor decks like the one in FIG. 2 (a) that arestacked one on top of the other and 180 degrees out of phase so that oneof the two decks is always providing forward motion.

FIG. 6 is an embodiment using a gear box to enable the traction functionto be performed on the same side of the pivot point as the rotor, thusallowing two rotors to be 180 degrees apart and gimbaled about the samepivot point. The gearbox also allows the proper ratio of precessionalangular velocity to rotor spin angular velocity to be more easilyimplemented.

FIG. 7 is an alternate embodiment of FIG. 6 that uses Rolling Pin Rotors(RPRs) instead of conventional disk shaped rotors. An RPR may be thoughtof as simply a small diameter rotor with a very large width. An RPR canattain a higher velocity than a conventional solid disk rotor and if ithas the same mass, it will also have the same “horsepower”.

FIG. 8 is an embodiment that allows two HMT rotors to be gimbaled off acommon pivot point on a single deck. Each rotor has its own motor.

FIG. 9 is an embodiment that allows four HMT rotors to be gimbaled off acommon pivot point on a single deck. Each rotor has its own motor.

FIG. 10 is an embodiment of FIG. 9 that uses a single motor and bevelgears to drive all four rotors at exactly the same frequency. Thisovercomes a motor speed control problem associated with keeping all fourrotors of the device of FIG. 9 at the same speed. FIG. 10 (a) is aperspective view from above while (b) is a perspective view from below.

FIG. 11 is simply two decks of the device in FIG. 9 stacked one on fopof the other.

FIG. 12 is a comparison of a solid disk rotor with a rotor having mostof its mass in its rim, thus giving it greater loss of inertia duringprecession. FIG. 12 (a) shows a solid disk rotor while (b) shows athin-rim rotor.

FIG. 13 is a different embodiment of an HMT device that contains onlyone moving part and limits its angular motion to the order of about 60degrees. FIG. 13 (a) shows a front view perspective while (b) shows aside view perspective.

FIG. 14 is a drawing of the motion of a theoretical rotor and axle thatmoves in one direction in a path that follows an “S” curve. It ispossible but not practical to build such a device. The purpose of thisfigure is to show that mass can be moved, stopped, and started,substantially without the expenditure of work.

FIG. 15 shows the velocity waveform for a single rotor, such as in FIG.1.

FIG. 16 combined with FIG. 15 shows velocity waveforms for a two-deckdevice such as that shown in FIG. 3 with each deck having a singlerotor, and the two rotors being mechanically (or geometrically) 180degrees out of phase.

FIG. 17 combined with FIG. 16 shows the velocity waveforms for a singledeck with four HMT rotors on it, such as in FIGS. 9 and 10. Each rotoris geometrically 90 degrees apart from its neighbors. This is veryimportant in contributing to smooth motion.

FIG. 18 shows the velocity waveforms for a single deck, four rotor, HMTIPD such as in FIG. 9 or 10, except that instead of having conventionaldisk rotors (solid or thin rim) it has four RPR (Rolling Pin Rotors)(RPRs not shown in the figures referenced on the drawing). The RPRs canproduce a higher velocity with the same “horsepower” for the sameoverall rotor mass.

FIG. 19 shows the forward velocity for the 60 degree HMT IPD of FIG. 12.It is the least desirable of all embodiments due to sudden reversals ofdirection and lateral reactions.

FIG. 20 shows the simplest two-rotor IPD for producing vertical motion(VMT).

FIG. 21 shows four VMT rotors on a single deck. The axles for all fourrotors have a common pivot point by using a unique design of a yoke.

FIG. 22 shows two decks, one on top of the other, each with only tworotors, with the upper set of rotors being torqued in the oppositedirection to those in the lower deck.

FIG. 23 shows a single deck with four RPRs.

FIG. 24 shows a single stack with two decks, each deck having fourrotors.

FIG. 25 shows two stacks, each with two decks, each with four rotors.

FIG. 26 shows four stacks, each with a single deck, each with only tworotors (not shown at 90 degrees as in FIG. 25).

FIG. 27 shows four stacks, each with a single deck of four rotors.

FIG. 28 shows four stacks, each with two decks, each with four rotors.

FIG. 29 shows the basic mechanical IPD cycle for VMT.

FIG. 30 shows the precess-reset cycle waveforms for VMT.

FIG. 31 shows (a) the rotor angular acceleration, (b) the rotor angularvelocity, and (c) the rotor vertical velocity waveforms for individualVMT rotors such as in FIG. 20.

FIG. 32 shows the vehicle vertical velocity waveform for the VMT IPD ofFIG. 20.

FIG. 33 shows the rotor angular position for the VMT IPDs of FIG. 20.

FIG. 34 (a) shows the forward velocity versus angular position for theindividual rotors of the VMT IPDs described in FIGS. 22, 24, and 25.FIG. 34 (b) shows the combined velocity for the rotors of FIGS. 22, 24,and 25. FIG. 34 (c) shows the combined velocity for two sets of rotorsthat are phased 90 degrees apart as in FIGS. 27 and 28.

FIGS. 35 (a) and (b) shows the design that allows two and four yokesrespectively for rotors and axles to have a common pivot point that isdirectly in line with the spin axis.

FIG. 35 (b) shows a perspective of four yokes connected to one centralcolumn.

FIG. 36 shows the use of a VMT IPD configuration to obtain horizontalmotion in the absence of a gravity field, such as in orbit.

FIG. 37 shows a block diagram that uses a forcing torque that increaseswith time to obtain vehicle acceleration.

FIG. 38 shows a block diagram for using shaped reset pulses to obtainconstant velocity motion for vehicles with VMT IPSs.

FIG. 39 shows a block diagram for an electronic analog to a mechanicalInertial Propulsion Device.

FIG. 40 shows a VMT IPD that uses nano-tube rotors.

FIG. 41 shows a one rotor HMT IPD with a magnetic ring to take the placeof gravity for in-orbit attitude adjustments on space stations orvehicles or satellites.

FIG. 42 shows the simplest two-rotor per deck, four deck VMT IPD withTorque Compensation.

FIG. 43 shows the simplest four-rotor per deck, four deck VMT IPD withTorque Compensation

FIG. 44 shows a stack of four double decks each with eight interleavedrotors with Torque Compensation

FIG. 45 shows a more desirable configuration with the rotor inside thecontrol rings

FIG. 46 shows how adding a special gimbal to the outside of the controlring allows the precessing rotor to always remain level by virtue of thefact that gravitationally induced precession can only be in a horizontalplane. Since the HMT shown in this figure is the motive force that movesthe vehicle, it is heavy duty and serves far more functions than simplyestablishing the gravitational horizontal.

FIG. 47 shows a different single rotor configuration with the motor nearthe rotor and not requiring a traction ring on the opposite side of thecontrol ring.

FIG. 48A shows a different single rotor configuration with the motornear the center and not requiring a traction ring on the opposite sideof the control ring. This embodiment has been termed the FGD (FialaGravity Drive).

FIG. 48B shows a different single rotor configuration with the motornear the center and not requiring a traction ring on the opposite sideof the control ring. This embodiment has been termed the FGD (FialaGravity Drive).

FIG. 49 shows a hollow cone-shaped rotor inside of the control rings. Acone-shaped rotor might be used in flying saucer applications.

FIG. 50 shows a flying saucer configuration using an HMT cone-shapedrotor inside of the control rings.

FIG. 51 shows the Control Ring which is comprised of a traction ring anda support ring.

FIG. 52 shows the preferred HMT prototype configuration. It is thesimplest configuration. It may be considered as an inertial propulsiondevice with only one moving part. The motor rotor is part of the activemass. The traction ring and the support ring are combined into a singlering that is tilted at approximately one degree up from the horizontalat the trailing edge of the vehicle.

DETAILED DESCRIPTION OF THE INVENTION

None of the parts on the drawings contained herein are to a scale orproportion that represents an operational device, but are intended onlyto convey the concepts and principles involved. For the sake of Clarity,some structural members are not shown. Also, mechanical and electricalcontrols are not shown. Those skilled in the art of structures andcontrols will realize how the elements that are not shown would beimplemented. Figures are numbered consecutively beginning with 1 and theparts within the figures are numbered consecutively beginning withnumber 101.

Referring to the drawings and the characters of reference found thereon,FIG. 1 is a drawing of one of the simplest known form of inertialpropulsion and it contains only one moving part. It will provide motion,but not sustained acceleration (SA). Rotor 101 contains most of its massin a thin rim with a thin center disk and an inner hub. As will beexplained later on in this patent application, a disk with most of itsmass in a thin outer rim (high quality) is more efficient for inertialpropulsion purposes than a solid disk of the same mass with a constantwidth. Axle 102 comes out of both ends of electrical motor 103 withrotor 101 on one end and traction wheel 104 on the other end. Thetraction wheel is keyed to the axle and turns with it and propels theaxle and the rotor in a CCW (counter-clockwise) direction when it is incontact with traction ring 105. Axle bearing 106 rides CCW on supportring 107 from 0 to 180 degrees.

Axle 102 turns inside of axle bearing 106 with very little friction.When traction wheel 104 passes 360 degrees in the horizontal plane(which is the same as 0 degrees), it will not be in contact with thetraction ring 105 or the support ring 107 (it lies inside support ring107) and axle bearing 106 will no longer be riding on support ring 107and will be outside of support ring 105. Under these conditions, rotor101 will no longer be supported at either end of its axle and will beginor resume precession in a CCW direction from 180 degrees to 360 (or 0)degrees. When the rotor passes from being propelled to precessing, itwill drop very slightly in angle, of the order of a degree or so,depending on the quality of the rotor. The top surface of traction ring105 is higher than the top surface of support ring 107 by a small amountthat will allow the rotor to drop very slightly during each cycle whenresuming precession and to allow the rotor axle to be completelyunsupported at each end to allow normal precession. The leading edge ofthe traction ring at 180 degrees is rounded with fillet 213 so as toallow a smooth transition for traction wheel 104 from precession tobeing propelled. Rotating traction wheel 104 will easily climb up thevery small distance of the curved fillet at the beginning of thetraction ring.

The outer surface of traction wheel 104 and the top of traction ring 105have high coefficients of friction so that good traction will takeplace. During traction from 180 to 360 degrees, axle 102 is normallyexactly horizontal. The height of gimbal 109 with its pivot points isfixed in elevation with respect to the chassis or carriage. The diameterof axle bearing 106 is just large enough to hold the rotor end of theaxle high enough to apply, through the pivot point, downward pressure ontraction wheel 104 to enable it to have the required level of traction.This results in the axle bearing 106 being approximately 0.002 incheslarger in diameter than would allow the traction wheel 104 to just touchtraction ring 105. When two units identical to that in FIG. 1 (as shownin FIG. 5) are stacked on top of each other and are connected to thesame central column 113 but 180 degrees apart in phase, each unit willhelp the other to maintain a constant angular velocity. The unit that isprecessing will help the other unit to maintain the proper angularvelocity in traction.

If the circumference of traction ring 105 were 100 times thecircumference of traction wheel 104, then every 100 rotations of therotor axle would result in one full CCW rotation of axle 102 in thehorizontal plane. The ratio of the diameter of traction ring 105 to thediameter of traction wheel 104 is set equal to the ratio of the spinangular velocity of the rotor to the precession angular velocity of therotor, so that the precession angular velocity and the propelled angularvelocity are equal. Battery 108 is used to power DC motor 103 and thevoltage applied to the motor controls its rotational angular velocity.The voltage to the motor is the final adjustment to set the precessionangular velocity of the rotor as it precesses from 180 to 360 degreesequal to the angular velocity at which the rotor is propelled from 0 to180 degrees. As will be derived later on in this patent application, thediameter of the rotor axle is inversely proportional to the square ofthe rotor spin angular velocity and so it will be relatively easy tomatch the precession angular velocity to the angular velocity at whichthe rotor is propelled from 0 to 180 degrees.

Gimbal 109 allows the motor with its axle to be free to move up or downa maximum of about 5 degrees. Bearing 110 allows therotor-motor-axle-gimbal assembly to rotate 360 degrees in the horizontalplane. Carriage 111 with wheels and structural members through bearing110 supports the whole assembly and allows motion in the forwarddirection as indicated by arrow 112.

When rotor 101 is precessing CCW from 180 degrees to 360 degrees (360degrees is equal to 0 degrees), based upon how much of its mass is inits rim, it loses up to approximately 80% of its inertia, so that thenormal reaction against the housing is reduced by up to 80%. Assume forthe purpose of this explanation that the mass of the rotor (the activemass) is exactly equal to the mass of the rest of the complete assembly(passive mass). When the rotor is being propelled from 0 to 180 degrees,it is not precessing and hence does not lose any of its inertia.Therefore the reaction against the housing is not reduced at all. Theresult is that during precession the mass of the rotor moves forward bywhat we will call 5 units while the rest of the assembly moves backwardby 1 unit as a reaction to the rotor precessing forward. The net resultof the 180 degrees of forward precession and the 180 degrees of beingpropelled backward is that the center of mass of the complete assemblymoves forward 2 units. While the rotor is being propelled (backward)from 0 to 180 degrees, it elicits a full reaction from the rest of theassembly and while it moves backward 5 units the rest of the assemblymoves forward 5 units (during the backward propelled movement, thecenter of mass of the complete assembly does not and cannot move). Thenet result is that after 180 degrees of CCW precession and another 180degrees of being propelled back to what will be called the startingpoint (one full cycle), the complete assembly has moved forward 2 units.This type of motion is termed Motion by Mass Displacement or MMT. ForHorizontal motion it is termed HMMT and may be abbreviated to HMT. Ifthe motion were Vertical, it would be termed VMMT and may be abbreviatedto VMT. VMT will be covered later on in this application. The device inFIG. 1 is an Inertial Propulsion Device and may be termed an IPD.

Reversing the direction of motion is possible by simply reversing thecontrol voltage to motor 103. Rotor 101 will then precess in theopposite or CW direction. For this reason, the leading edge of thetraction ring 105 would need a rounded leading edges to insure a smoothtransition at the end of each precession. Fillet 213 is shown on theleading edge of traction ring 105 (at 180 degrees). Control ring 211 isshown as connecting the support ring and the traction ring, although thetwo rings are not shown as two different surfaces of a single ring.However, when both the support ring and the traction ring are integratedinto a single ring, the ring is termed a control ring. For example, boththe support ring and the traction ring are shown together as controlring 214 on FIGS. 8, 9, 10 (a), 11, and 45.

FIG. 2 (a) is similar to FIG. 1 except that traction ring 114 is on theoutside of the rotor instead of just inside it. Instead of a tractionwheel disk with a larger diameter disk keyed to the end of the axle, theround traction surface is simply an extension of the rotor axle with adiameter suitably chosen, reduced or enlarged, for the desiredprecession angular velocity. As shown, the end part of the axle termedtraction axle 116 is at a reduced diameter from the rest of the axle.Traction ring 14 has a high coefficient of friction on its uppersurface. Support ring 107 has fillet 213 (a rounded leading edge), toinsure that axle bearing 106 will easily move onto its top surface.Safety plate 115 is fixed to the bottom of gimbal 109 and is spacedbelow motor 103 so that if the rotor should drop out of precession itsdownward motion is limited. The operation of the rotor-motor-axle-gimbalassembly is the same as in FIG. 1. The rotor precesses from 180 to 360degrees and is propelled by traction axle 116 from 0 to 180 degrees. Forthe sake of clarity, no battery is shown.

FIG. 2 (b) is the same as FIG. 2 (a) except that V-groove pulley 196 andV-groove traction ring 197 are used instead of simple friction contactbetween an extension of the axle and the traction ring 114. Hydraulicshock absorbers 198 to smooth out velocity variations are also shown.

With a single rotor, the traction propelling is for only one-half of afull cycle or 180 degrees. With two rotors and the second rotorproviding traction propelling for the other 180 degrees of the cycle,the velocity will double, except for the small weight of the addedstructure to support the second rotor. For each additional pair ofrotors added, the velocity will not increase any further, but the“horsepower” will be increased in proportion to the proportion of activemass that is added. Accordingly, the average velocity of the device inFIG. 3 will be twice that of the device in FIG. 1 since it has tworotors instead of one.

FIG. 3 has two decks, a lower and an upper. The lower deck contains anIPD identical to that of FIG. 1 and the upper deck contains another IPDessentially identical to that in FIG. 1, except that traction ring 127and support ring 117 are inverted from their orientation in FIG. 1 andare placed below the rotor-motor-axle-gimbal assembly. Motor 118 drivesthe top rotor and axle and is gimbaled in gimbal 119. Motor 118 drivesgear 120 which drives gear 121 so that the lower rotor 122 spins in theopposite direction to that of the upper rotor 123. Motor 118 is poweredby battery 124. Gimbal bearing 125 is gimbaled in elevation in gimbal126.

By having the upper deck elements inverted, the overall height issignificantly reduced as compared to stacking two identical decks, oneabove the other. It should be recalled that the upper and lower decksare mechanically 180 degrees apart in that while one is precessing whilethe other is being propelled and vice-versa.

If the passive mass remains the same as in FIG. 1, the device in FIG. 3will have twice the velocity of that in FIG. 1; however, this is clearlynot the case due the added structure for the second deck. In that case,the added passive mass will reduce the speed accordingly.

FIG. 4 is similar to FIG. 2 (a) except that the safety ring 129 takesthe place of safety plate 115. Otherwise the operation of the IPD inFIG. 4 is identical to that in FIG. 2 (b). The velocity of the device inFIG. 4 is approximately the same as that in FIG. 1.

FIG. 5 is very similar to FIG. 3 in that it has an upper deck and alower deck. The primary difference is that the basic IPD of FIG. 5 usesouter traction ring 135 and outer traction ring 132 instead of innertraction ring 105 and inner traction ring 127 as in FIG. 3. Anadditional difference is that instead of using safety plates as in FIGS.1 and 2, support ring 133 and support ring 134 are in place to limit thedownward motion of the lower and upper rotors respectively in caseeither one should fall out of precession. The upper and lower decks aremechanically 180 degrees apart in that while one is precessing the otheris being propelled and vice-versa. This provides for essentiallycontinuous motion in the forward direction of the whole assembly. Thevelocity of the device in FIG. 5 is approximately the same as that inFIG. 3. A spinning rotor contains a lot of kinetic energy and are shouldbe taken so that it never touches another object.

FIG. 6 shows a way to get two rotors on a single deck instead ofstacking two decks, each with one rotor. The gear-box gives flexibilityin meeting the requirement that the precession angular velocity be equalto the propelling angular velocity. Small gear 139 is keyed to axle 143which is connected to the rotor of motor 140. Bearing 206 holds gearbox138 centered on axle 143. Bracket 207 holds gearbox 138 in a fixedposition in relationship to motor 140. Small gear 139 drives large gear137 in a CW direction. Large gear 137 turns traction wheel 146 in a CWdirection which propels rotor 144 from 0 to 180 degrees. Plate 142pushes down on yoke 145 just enough to provide positive traction betweentraction wheel 136 and traction ring 146. A plate similar to plate 142is mounted on central column 147 just below yoke 145 (not visible onFIG. 6 due to the angle of the perspective view) to keep traction wheel136 from riding on base ring 148 while rotor 144 precesses from 180degrees to 360 degrees.

While rotor 144 is being propelled, rotor 149 is precessing andvice-versa. Forward motion of the carriage occurs when a rotor is beingpropelled with full inertia from 0 to 180 degrees. With two rotors 180degrees apart, one rotor will always be providing forward motion. Thevelocity of the device in FIG. 6 will be somewhat less than twice thatfor the IPD of FIG. 1.

FIG. 7 is identical to FIG. 6 except that it uses Rolling Pin Rotors(RPRs) instead of regular disk rotors to gain the advantage of highervelocity as explained in the section on Analysis of Precession BasedMotion. If the mass of an RPR is the same as the mass of a conventionalsolid disk rotor, it will also have approximately the same “horsepower”.

FIG. 8 is an embodiment that allows two HMT rotors to be gimbaled off acommon pivot point on a single deck. Each rotor has its own motor.Traction ring 154 is above axle 155 and that eliminates the need to havea gearbox as in FIG. 7 to allow the axle to propel the rotor in thecorrect direction (CCW). Limit ring 152 is also above and axle bearing153 will prevent the rotor from going too high during its precessionphase from 180 to 360 degrees.

Safety plate 157 prevents the rotors from dropping too low in angle ifthey should fall out of precession. Motor 156 has its base attacheddirectly to yoke 158 and has its rotor directly connected to axle 155.With two rotors 180 degrees out of phase on a single deck and using acommon pivot point, at least one rotor will be contributing to forwardmotion at all times.

Although traction ring 154 and limit ring 152 are labeled separately,together they form the control ring 214. When the support ring is abovethe rotor axle, it is called a limit ring.

FIG. 9 is identical to FIG. 8 except that it has four rotors instead oftwo. All four rotors are exactly 90 degrees out of phase and at leasttwo rotors will be contributing to forward motion at all times. Thevelocity waveform for this four-rotor configuration is shown in FIG. 17.It can be seen that with at least four rotors equally spaced in thehorizontal plane that at no time does the forward velocity approachzero. Since the IPD has four rotors, its “horsepower” will beapproximately four times that of FIG. 1, while its velocity is onlytwice that of FIG. 1. Both traction ring 154 and limit ring 152 areshown together as control ring 214.

FIG. 10 is very similar to FIG. 9 except that instead of using fourseparate motors for the four rotors, one motor is used to drive all fourrotors at exactly the same speed through spur and bevel gears. Thiseliminates a control problem in maintaining the same speed in all fourrotors as in FIG. 9. Motor 159 drives spur gear 165, which drivesanother smaller spur gear (not shown) behind gear 165 that is concentricwith and directly connected to the bottom of bevel gear 160. Bevel gear160 drives all four bevel planetary gears 161, each of which separatelydrives one of the four rotors. Each of the four bevel gears is attachedto its own yoke which provides a common pivot point inside the centralcolumn which is free to rotate in precession. Plate 164 helps supportthe base of motor 159. Both the traction ring and the limit ring areshown together as control ring 214.

In order for the four rotors to precess naturally in the horizontalplane each rotor has to be free to rotate 360 degrees in the horizontalplane and at least a few degrees in elevation. The design of the fourbevel gears 161 and their driving bevel ring gear 160 will allow each ofthe four rotors-axles-bevel gears to move up or down by about 5 degrees,which is sufficient to allow horizontal precession. Yokes 162 will allowfor sufficient movement in elevation. FIG. 10 is a single deck with fourrotors, each 90 degrees apart. FIGS. 10 (a) and 10 (b) are justdifferent view of the same device to better see the structure from theunderside. The horsepower of the IPD of FIG. 10 will be approximatelyfour times that of FIG. 1 because it has four rotors instead of one, yethas a fairly simply supporting structure.

FIG. 11 is identical to FIG. 10 except that it contains a second set offour rotors and their driving bevel ring gear 165 that are above thefirst set and are offset mechanically by 45 degrees from the first set.All eight rotors are driven by the same motor 159 off of the samecentral column that rotates in precession with the rotors. Thehorsepower of the IPD of FIG. 11 will have up to eight times that ofFIG. 1 because it has eight rotors instead of one. Both the traction andthe limit rings for the upper and the lower deck are shown together ascontrol ring 214.

FIG. 11 represents the embodiment for an HMT IPD in that with eightrotors the forward velocity will have only approximately +−1% ripplewithout any filtering action provided by the housing.

FIG. 12 shows a solid disk rotor 166 and a “thin rim” rotor 167. As willbe shown later on in this patent application, the solid disk rotor canloose a maximum of only 50% of its inertia and angular momentum duringnatural precession while a rotor with all of its mass in a thin rim (notphysically possible) can theoretically lose 100% of its inertia.Practically speaking, a realistic thin rim rotor can lose about 95% ofits inertia. For the approximate dimensions show, the thin rim rotor 167can lose approximately 80% of its inertia, which is sufficient for HMTpurposes.

FIG. 13 shows an early version of an HMT IPD. A solid disk rotor 168 isshown in (a) after being propelled to the left (CW as seen from the top)by V-groove wheel 170 on V-groove track 171. Its region of operation isapproximately 60 degrees and is the first configuration that wassuccessfully tested by the inventor. In FIG. 13 (b) motor 203 and uplift174 can be seen. Semi-circular gimbal 202 pivots on yoke 201. WhenV-groove wheel 170 propels itself to the end of V-groove traction track171, axle bearing 172 meets uplift 174 and the rotor and axle due totheir momentum crawl up semi-circular uplift 174 enough to becomeairborne and begin precessing CCW for about 60 degrees until it meetssemi-circular down-track 173. Down-track 173 stops the precession andcauses V-groove wheel 170 to begin its CW motion on V-groove track 171where it propels the rotor for 60 degrees where it will meet uplift 174and begin another precess-traction cycle.

While rotor 168 is precessing CCW its inertia is reduced byapproximately 50 and so its reaction to the pivot point at the center ofyoke axle 175 and hence to the base 163 is reduced by about 50%. Whenrotor 168 is propelled CW for 60 degrees by V-groove wheel 170 itretains its full inertia and has a full and normal reaction against thepivot point and base 163. For this reason, the rotor is propelled CW (tothe left), the reaction moves the base to the right so that after a fullcycle of precession and retracing, a net movement to the right willresult. The resulting movement will be a forward movement followed by ashorter backward movement for a net resulting forward motion. The netforward motion divided by the time of one cycle will determine theaverage forward velocity.

However, the implementation of FIG. 13 does have some undesirableeffects. When the rotor is propelled to the end of the V-groove trackand is suddenly reversed by the uplift 174 the momentum of the rotorcauses the base to be “jerked” backward for a short distance and again,when the precessing rotor meets down-track 173 and is suddenly reversedin its direction, the base is suddenly “jerked” forward by a smallamount. For this reason, any of the HMT embodiments in FIGS. 1 through11, 41, and 47 through 50 that have essentially continuous CCW motion ofthe rotor are considered superior implementations because they do nothave the “jerk” problem.

A 60 degree CCW and CW motion were considered because that is the regionof the rotor motion mostly in the direction of the desired travel. Ifhowever, the retracement went all the way back to what might beconsidered 180 degrees, then when the rotor is suddenly turned aroundfrom CW to CCW motion, the “jerk” would be exactly perpendicular to thedirection of travel and this would not result in a backward movementwhich would be good, but the sideways jerk is very undesirable. Anidentical mirror image unit that is in synchronism with the unit of FIG.13 would have a jerk that would exactly cancel the undesirable sidewaysjerk, but that design is complicated with unnecessary problems includingsynchronizing motions of the two rotors. For that reason, it isrecommended that any development efforts focus on the earlier designs ofFIGS. 1 through 11, 41, or FIGS. 47 through 50.

FIG. 14 is intended to illustrate a principle and does not representsomething that is practical to implement. It is sort of a gedanken(thought experiment, frequently used by Einstein) that shows a rotorthat precesses in a pattern called an S-Curve. The rotor has an axlethat extends for one-foot out of each side of the rotor. The rotorstarts out on the right side of FIG. 14. It is unsupported on its rightside at point A and is supported on a pivot point on its left side atpoint B. Under these conditions the rotor will precess in a CCWdirection for 180 degrees such that the mass of the rotor will havemoved two feet to the left. At that instant the support (pivot point) atpoint B is removed and simultaneously a pivot point is inserted at pointC. At that instant the rotor switches from CCW rotation to CW rotationand resumes its precession along an S-Curve shaped path to the left.When CCW precession is stopped between points B and C the rotor does notdrop in elevation or elevation angle. However, in order for CWprecession to be initiated at pivot point C, the rotor has to dropslightly in elevation in order for CW angular momentum to be imparted toitself. This will be equivalent to a drop in angle of about one or twodegrees, depending on the quality of the rotor. The rotor will thenprecess CW for 180 degrees until its left-most axle comes to point D. Atthis point the mass of the rotor will have moved another two feet to theleft for a total distance of four feet.

At the time that the left-most axle comes to point D, the pivot point atpoint C is removed and one is set up at point D. At point D, the rotorwill drop very slightly and resume precession in a CCW direction aroundpivot point D. At this point, the mass of the rotor will have moved atotal distance to the left of six feet. Again, the pivot point at D willbe removed and another one inserted at point E. The rotor will againdrop a very slight amount in height and precession will resume in a CWdirection around pivot point E. This process can be repeatedcontinuously moving the mass of the rotor two feet each time. It istheoretically possible, but not practical to implement a mechanism forthe manipulation of the pivot points. This process was done manually toverify that it can be done. If it were implemented, the rotor would bepowered by an electric motor and the energy supplied to the rotor wouldcompensate for the slight loss each time the direction of precession isreversed. The purpose of this thought experiment is to prove that masscan be moved, stopped, started, and moved with an average velocitywithout the expenditure of any significant force or energy beingrequired to start or stop the movement.

(Original) FIG. 15 shows the horizontal velocity profile for a vehiclepropelled horizontally by a single HMT rotor such as that shown inFIG. 1. It assumes that a thin-rim rotor is used that losesapproximately 80% of its inertia during precession. It can be seen thatduring the traction propelled half-cycle the velocity profile is that ofa sine wave. During the precession half-cycle, the vehicle velocity is asine wave in the reverse direction, but with an amplitude of onlyone-fourth that of the forward velocity, so that there very clearly isnet movement forward.

FIG. 16 shows the horizontal velocity profile for a vehicle propelledhorizontally by a single deck with two HMT rotors 180 degrees apart,such as that in FIG. 2. The velocity waveform is the sum of the waveformshown in FIG. 15 added to an identical waveform that it is shifted 180degrees in phase. FIG. 16 (b) shows the sum of the two waveforms and itcan be seen that the movement is always in the forward direction, whichis highly desirable. The forward velocity shown by FIG. 16 will beapproximately twice that of that in FIG. 15 (also of the IPD in FIG. 1).

FIG. 17 shows the velocity profile for a four-rotor implementation suchas that shown in FIGS. 9, 10, and 11. It shows the result of thewaveform in FIG. 16 added to itself shifted by 90 degrees. FIG. 17 (b)shows that the velocity is always forward and has only a +−3.3% ripplefactor due to the fact that two of four rotors are always producingforward motion. If any filtering of the velocity were performed bysprings and hydraulic or electromagnetic shock absorbers, the ripplefactor could easily be reduced to less than +−1.0%. The velocity shownin FIG. 17 will be approximately two times that of FIG. 1 because itrepresents more than one rotor.

FIG. 18 is a comparison of the velocity profile shown in FIG. 17 forthin-rim rotors and RPRs (Rolling Pin Rotors) (RPRs not shown in thefigures referenced on the drawing). Note that the velocities are higherin FIG. 18 than in FIG. 17. The RPRs will produce a higher velocity. Theexact magnitude of the increase is dependent on the dimensions of therotors.

FIG. 19 shows the velocity profile for the 60 degree HMT IPD shown inFIG. 13. It reflects the motion of the center of mass of the completedevice. During precession, the center of mass has a slight rearwardvelocity followed by a small spike of forward velocity. During theRetrace movement, there is the normal forward velocity followed by ajerk backward at the end of the retrace movement. Lateral or sidewaysreactions exist but are not shown on the plot.

FIG. 20 shows the basic configuration for a VMT IPD (Vertical Motion byMass Transfer) (Inertial Propulsion Device). Rotor 177 is driven bymotor 178 which is connected to collar 187 which is concentric with axle179. Axle 179 is connected by yoke 180 to column 181 with the pivotpoint for horizontal and vertical motion of axle 179 being at the centerof column 181 and the centerline for the yoke axles holding the yokes tothe center column. Two extra yokes are shown but not used in thisfigure. Torque motor 182 turns small gear 183 which turns large gear 184which turns central column 181. Torque motor 176 applies a forcingtorque to both rotors through the two gears and the central column.

When rotor 177 is torqued in the horizontal plane it will begin toprecess upward pivoting about the pivot point inside central column 181.If unconstrained, rotor 177 could rise 90 degrees which would bevertical. However, a practical design might restrict its motion to plusand minus 30 degrees about the horizontal. With plus and minus 30degrees of vertical travel, the upper limit of travel, the lower limitof travel, and the pivot point form a perfect equilateral triangle. Thismeans that the vertical length of travel each cycle will exactly equalthe length of the lever arm or axle from the pivot point to the centerof mass of the rotor. With the vertical distance traveled each cyclebeing equal to the length of the axle, the equations to describe theperformance of the device will be greatly simplified. Reset cylinder 182and reset rod 187 perform the reset function of pushing the rotor fromthe plus 30 degree point down to its lower limit at minus 30 degrees.Normally the reset velocity of the rotor will be designed to be exactlyequal to the precession velocity of the rotor. During the reset functionthe forcing torque will be turned off. The reset cylinder 182 and resetrod 187 could be electromagnetic, hydraulic, or pneumatic. The controlsfor operating the reset mechanism are not shown.

To maintain a dynamic balance about the central column, an identicalrotor with its motor, axle, yoke, and reset function will be implementedexactly 180 degrees across from the first rotor.

The rotor is of a “thin rim” design that will lose approximately 80% ofits inertia as it precesses upward. This will provide a downwardreaction against the pivot point and hence against the housing and anyvehicle assembly that will be only about 20% of what it would be if therotor had full inertia while precessing upward. During the reset part ofthe cycle the forcing torque is turned off and so the precessingresponse will not exist and the massive rotor will be moved downwardwith its full inertia. This will result in a full 100% upward reactionagainst the pivot point and hence against the complete vehicle. The netresult is that there will be a net distance moved upward after eachprecess-reset cycle.

However, in the earth's gravity this net upward movement will normallynot be noticed and it is difficult to measure the effect in the presenceof the earth's gravity. However, the performance of the VMT IPD couldeasily be measured on the Space Station where the earth's gravity isexactly cancelled by the centrifugal force of the Space Station in itsorbit around the earth.

The forcing torque has to be turned off during the reset part of thecycle as the forcing torque and the reset force are opposing forces. Itshould be further realized that in the absence of a gravitational fieldthe motion of the single two-rotor configuration of FIG. 20 will moveup, then will move slightly down, then move up again, and slightly down,and continue to repeat this cycle. In the presence of a gravitationalfield much weaker than that of the earth, the IPD will move up slightlyduring the reset stroke of each cycle, but will ultimately settle backdown to the surface.

It should be further realized that when the forcing torque motor appliesa forcing torque in a CCW direction, there will be a counter torquetending to cause the vehicle to rotate in the opposite direction (CW) inthe horizontal plane. For this reason there has to be an additionalunit, but one that is torqued in the opposite direction with its rotorsalso being spun in the opposite direction so that its direction ofprecessive motion will also be in the upward direction. This could be anadditional unit setting on the same base plate besides the first one, orone that is appropriately stacked on top of the first unit.

Or, it could also be just two additional rotors that are torqued aboutthe same vertical axis, but in the opposite direction as the first unit,with its rotors spinning in the opposite direction of the first set asin FIG. 22 so that the precessional motion is always upward. In thisinstance, the pivot points of the two sets of rotors would not beconcentric, but would be one above the other, although this is of noconsequence. However, the motion of only two sets of rotors wouldprovide unidirectional motion, but the velocity would go to zero betweensine wave type waveforms as shown in FIG. 16. For this reason, it isrecommended that a minimum of four pairs of rotors be used to provideforward motion that will not approach zero value, but will have a ripplefactor of approximately +−3.3%.

Hydraulic base 185 is part of a hydraulic damping unit to help smoothout the upward motion. The damping or filtering unit could be hydraulic,springs, pneumatic, or electromagnetic. Base ring 186 is part of ahousing with horizontally oriented wheels that would not be required fora vertically moving device, but is included for orientation purposes.

Central column 181 is shown as being torqued in a CCW direction toproduce motion in the upward direction. To reverse the direction ofmotion, both the direction of torqued produced by motor 176 and thedirection of rotation of the rotors by motors 178 have to be reversed.There may be certain additional changes in the controls and possibly thestructure to complete the reversal of direction for WT. Fillets on bothends of traction ring and the support ring can remain in place.

As motor 176 torques the central column in a CCW direction, there is areverse torque acting on the whole assembly or vehicle. This reversetorque can be compensated for by having an identical unit secured to thesame base or vehicle that produces motion in the same direction, but itscentral column is torqued in the opposite direction. The rotors alsowill have to be torqued in the opposite direction to those in the firstset. See FIG. 42 for a fully torque compensated device using just tworotors per deck.

FIG. 21 is identical to FIG. 20 except that it has four rotorsprecessing about the same pivot point instead of only two. This willimprove the efficiency or ratio of active to passive mass of the device.The vertical velocity waveform will be similar to that shown in FIG. 15.The “horsepower of the IPD of FIG. 21 will be close to twice that ofFIG. 20 because it has four rotors instead of two. The torque for thisfigure can be compensated in exactly the same manner as it was done forFIG. 20. See FIG. 43 for a stack of four decks like the one in thisfigure. The whole stack is torque compensated.

FIG. 22 shows two decks, one on top of each other, each having only tworotors. It is the absolute minimum configuration that has all forcingtorques balanced out. It is called the Fiala Vertical Space Drive(FVSD). However, as will be shown later, the embodiment shown in FIG. 24is a superior configuration. The reaction to the forcing torque for thelower deck tends to cause the housing to rotate CW while the reaction tothe forcing torque on the top deck counters the tendency for the housingto rotate. However, the four-rotor configuration produces a liftingmotion for only the reset portion of the cycle, while during the precessportion of the cycle the motion is actually slightly downward. The netresult is more like a continuous stop and go movement. The reset part ofthe cycle could be made shorter than the precess part simply by applyinga stronger reset stroke. As long as sufficient energy was available, astronger reset stroke could be applied. In this respect, force of thereset stroke is the equivalent of the accelerator pedal on anautomobile. However, engineering designs with multiple decks and stacksof decks are greatly simplified by designing the duration of the resetstroke to be equal to the precession time, which normally is the time toprecess upward from −30 degrees to plus 30 degrees.

The forcing torque on the top deck caused its central column to turn CWwhile that of the lower deck to turn CCW. The central column of theupper deck is inside and concentric with that of the lower deck. Asingle torque motor 176 on the lower deck, by the proper choice of agearing arrangement, insures that the forcing torques to the lower andthe upper deck are exactly equal and opposite. For simplicity, thegearing arrangement to torque the upper deck in the opposite directionof lower deck is not shown; however, those skilled in the art willappreciate how this can be accomplished.

It would require two sets of the IPD shown if FIG. 22, phased 180degrees apart so that some lift would be provided at all times and thiswould employ 8 rotors. To prevent the lift from dropping to zero at each180 degree interval, it would require four sets of the IPD, phased 90degrees apart. The velocity ripple would then be only 6.6% and thiswould require 16 rotors. The “horsepower” of the IPD of FIG. 22 will beclose to twice that of FIG. 20 because it has four rotors instead oftwo.

FIG. 23 is identical to FIG. 21 except that it has RPRs (Rolling PinRotors) instead of thin rim rotors. Each RPR 190 has its own motor 188and reset collar 189. The velocity of the IPD of FIG. 23 will be higherthan that of FIG. 22 because it has uses RPRs (Rolling Pin Rotors)instead of conventional disk rotors.

(Original) It should be realized that if the configuration of FIG. 22used RPRs for a lower profile, and if two of those units were stacked ontop of each other and phased 180 degrees apart, then this configurationwould consist of only one stack with eight rotors and would have onlyupward motion which in the long run would be the most efficient. Afigure with this particular single stack is shown in FIG. 24, exceptthat thin-rimmed rotors are used instead of RPRs.

FIG. 24 has a lower deck that is identical to that of FIG. 21 and it hasan upper deck whose rotors are hinged off the same central column asthat of the lower deck, for a total of eight rotors. The central columnhas a greater height than that of the lower column. The rotors of theupper deck are offset 45 degrees in the horizontal plane from those onthe lower deck, thus allowing for a more compact configuration. Therotors on both decks precess upward together and are all reset downwardtogether, still allowing each of the eight rotors to be free to move ontheir horizontal and vertical axes. However, by design, all rotors willbe driven (torqued) in unison in the horizontal plane and reset downwardin unison. With all eight rotors being torqued simultaneously, therewill be a counter torque tending to turn the housing in the opposite(CW) direction. If the height of the top central column were increasedand the top rotors were torqued in the opposite direction, then one deckwill be torqued CW and the other one will be torqued CCW, so that theVMT device as a whole will be torque compensated. Such a configurationhas been termed the Fiala Vertical Space Drive—(FVSD). It should benoted that an identical set of rotors as shown in FIG. 24 could bestacked on top of itself and torqued in the opposite direction for totaltorque compensation. There should be no fear that the stack will be tootall or might tip over because all VMT IPD devices are for use wherethere is no gravitational field. The horsepower of the IPD of FIG. 24will be close to twice that of FIG. 22 because it has eight rotorsinstead of four.

See FIG. 44 for a stack of four of the IPDs shown in this figure. Thestack also achieves complete torque compensation in the same manner asdone in FIGS. 42 and 43 for FIGS. 20 and 21.

FIG. 25 shows two stacks, each with two decks, each with four rotors. Itis identical to having two of the IPDs shown in FIG. 24 mounted on thesame base 204. While one stack is precessing, the other is being reset,so that there will always be a forward motion, except the velocity willapproach zero at the end of each reset stroke and the beginning of eachprecess phase.

An alternate mode of operation for the two stacks of FIG. 25 would be tohave both stacks precessing at the same time and both stacks being resetat the same time, in which case, two of the stacks will be torqued CWand the other two will be torqued CCW, so that the VMT device as a wholeis Torque Compensated (TC). An alternative is to have an identical setof rotors as shown in FIG. 25 to be stacked on top of the existing setand torqued in the opposite direction for total torque compensation.There should be no fear that the stack will be too tall or might tipover because all VMT IPD devices are for use where there is nogravitational field. The horsepower of the IPD of FIG. 25 will be closeto twice that of FIG. 24 because it has twice as many rotors.

FIG. 26 shows four stacks, each with a single deck. Each deck has onlytwo rotors instead of four as in FIG. 25. Because there are fourseparate stacks, two of them can always be providing some forward motionduring the reset phase while the other two are precessing. Two of thestacks will be torqued CW and the other two will be torqued CCW, so thatthe VMT device as a whole is torque compensated. The horsepower of theIPD of FIG. 26 will be about the same as that of FIG. 24 because it hasthe same number of rotors.

FIG. 27 shows four stacks, each with a single deck, each with fourrotors. The operation will be exactly the same as that for theconfiguration shown in FIG. 26, except that all magnitudes are doubled.As in FIG. 26, two of the stacks will be torqued CW and the other twowill be torqued CCW, so that the VMT device as a whole is torquecompensated. The horsepower of the IPD of FIG. 27 will be close to twicethat of FIG. 26 because it has twice as many rotors.

FIG. 28 shows four stacks, each with two decks, each with four rotors.The operation will be exactly the same as that for the configurationshown in FIG. 27, except that all magnitudes are doubled. Or, operationmay be said to be equal to that of FIG. 26, except that all magnitudesare quadrupled. Again, as in FIG. 26, two of the stacks will be torquedCW and the other two will be torqued CCW, so that the VMT device as awhole is torque compensated. The horsepower of the IPD of FIG. 28 willbe close to twice that of FIG. 27 because it has twice as many rotors.

FIG. 29 shows the basic IPU cycle for VMT. The central column and therotor are each assumed to have a mass M so that one-half of the entirevehicle is active mass.

At point A in the cycle, the rotor is at its reference position which isas the end of its reset position at −30 degrees below the horizontal. Atpoint B in the cycle a Forcing Torque (FT) is applied to turn thecentral column CCW as viewed from the top. The rotor will then begin toprecess upward passing through 0 degrees at point C on its way up.Assuming that the rotor is of a thin-rim design and that it loses 80% ofits inertia as it precesses upward, its reaction against the pivot pointwill be only 20% of what it would otherwise have been. Assume that thelength of the lever arm from the pivot point to the center of mass ofthe rotor is length L. Because the pivot point, the lower limit, and theupper limit form an equilateral triangle (60 degrees in each angle), thevertical distance from the lower limit to the upper limit is equal tolength L (the length of the lever arm or axle)

At point D when the rotor is at its upper limit of +30 degrees, the FTis removed and a reset stroke is applied pushing the rotor down through0 degrees at point E and all the way to its lower limit or referencepoint at −30 degrees at point A. At that point the reset force iswithdrawn and the FT is reapplied to the central column and the cyclerepeats.

Assume for the sake of an illustration that the lever arm length L isequal to 15 inches. As the rotor precesses upward a length of L withrespect to the central column, the reaction against the pivot point isonly 20% and so the central column (which represents the vehicle withoutthe rotor) moves downward 3.0 inches. The net movement of the rotor onan absolute scale is the difference or 12 inches causing an upward shiftof the center of mass of 6 inches. During the reset cycle the rotor isnot precessing and it possesses full inertia, and so when the rotor ispushed down 15 inches with respect to the central column, the reactionagainst the central column is 100% and the so the central column movesup by the same amount that the rotor moves down, because the rotor andthe rest of the vehicle have equal masses (M). During the reset strokethe center of mass of the rotor and the vehicle does not move, and sothe net distance moved during the precess-reset cycle is 6 inches upwardthat was gained during the precess portion of the cycle. The duration oftime that it takes to complete one full cycle will determine the averagevelocity of the process.

FIG. 30 shows the waveforms for the precess-reset cycle for VMT. On thefigure, one full cycle may be considered to be shown as 16 units induration. For the sake of simplicity (and reality), it is assumed thatthe forcing torque is not applied or withdrawn instantly, but takes oneunit of time. So the forcing torque takes one full unit of time to getthe rotor up to its full precession angular velocity. The rotor thenprecesses at full velocity for 6 units of time and then requires oneunit of time to drop back down to zero angular velocity as the forcingtorque is turned off. In reality, the rise and fall times of the rotorvelocity will be much shorter than the proportions shown here, but theproportions shown here are to more simply show and understand the wholecycle on one graph.

Likewise, it is assumed that the reset stroke requires one full unit oftime to get the rotor up to its full reset velocity and then again ittakes one full unit of time for the rotor to come to a stop at its lowerlimit after the reset force is withdrawn.

If it were not for allowing a finite time for the rotor to get up to itsprecessional angular velocity and then to get up to its full resetangular velocity, it would appear as though the rotor would have aninfinite acceleration and deceleration before and after its steady-stateprecessional angular velocity, which is not realistic. Only for aperfect thin-rim rotor could the acceleration and deceleration beinfinitely fast. The rotor angular acceleration is shown in the nextfigure.

FIG. 31 shows (a) the rotor angular acceleration, (b) the rotor angularvelocity, and (c) the rotor vertical velocity waveforms for VMT rotors.As soon as the forcing torque is applied, FIG. 31 (a) assumes that therotor accelerates linearly until it reaches its steady stateprecessional angular velocity. Similarly, when the forcing torque isremoved, it is assumed that the rotor decelerates linearly and that assoon as it reaches zero angular velocity, the reset force is applied andso the deceleration is assumed to continue linearly until the fullsteady-state velocity is reached. Toward the end of the cycle the resetforce is removed and the rotor velocity is assumed to deceleratelinearly until its velocity is zero and then the forcing torque isreapplied and the rotor continues to accelerate linearly until itreaches full precessional angular velocity, and the cycle repeats.

FIG. 32 shows the vehicle vertical velocity waveforms for the VMT IPD ofFIG. 20. The configuration has a positive velocity for one-half thecycle and a slight negative velocity for the other half cycle. While therotor angular velocity is linear with respect to angle, with respect toa vertical axis its velocity waveform is that of the cosine of the anglewith zero degrees at the horizontal.

FIG. 33 shows the rotor angular position versus time for the VMT IPD ofFIG. 20. The angular position varies linearly between +30 degrees and−30 degrees except for the finite turn-around times at each end of therange.

FIG. 34 (a) shows the vehicle vertical velocity waveform for a singlerotor as in FIGS. 22, 24, and 25. FIG. 34 (b) shows the combined vehiclevelocity waveform for two sets of rotors that are phased 180 degreesapart. Note that the velocity does not go negative (vehicle reversingdirection). FIG. 34 (c) shows the combined vehicle velocity waveform fortwo sets of rotors that are phased 90 degrees apart. Note that thevelocity is always moving in a positive direction.

FIGS. 35 (a) and (b) show the design that allows two and four yokesrespectively for rotors and axles to have a common pivot point. Yoke 191in FIG. 35 (a) has yoke axle bore 192 for bearings or bushings that areconcentric with the pivot point. Assume the thickness of the yokemembers is one unit. The two sides of the yoke are not equidistant fromthe pivot point in the center of a central column. The space between thetwo sides of the yoke is equal to the width of the central column plusone unit. This is done so that only one yoke design is necessary. Thetwo yokes are placed on opposite sides of the central column as shown inFIG. 35 (b). The rotor axles are then connected to one of the twoalignment circles 193 shown on the axle end of the yoke. If one yoke isoffset slightly to the right of the central column, then the other yokewill be offset to the left. The rotor axles will then be aligned withthe one of the two circles that is directly in line with the pivotpoint.

Each yoke has an arch 194 in its arms. If only two yokes are being used,the arches would not be necessary. But if four yokes are used, thearches would be necessary so that the yoke arms of one pair would notinterfere with the arms of the other when moving more than about tendegrees either up or down.

The advantages of this particular yoke design is that the pivot point isexactly in line with the spin axis of the rotor, exactly inline with thevertical axis of the central column, and exactly inline with the axis ofthe forcing torque, while leaving the inside of the central columncompletely empty and available for other functions such as having asmaller central column inside of the larger one so that an upper deckcould be torqued in the opposite direction in which the lower deck isbeing torqued. The inner central column would also be empty and allowroom to run cables with electrical power and control signals to powerthe motors for the rotors and operate the reset actuators.

Another advantage is that with the pivot points being inline with thespin axis and the central column axis, the physical analysis formodeling and performance calculations is much simpler. If the pivotpoint is offset from the spin axis and/or the central column axis, theanalysis is considerably more difficult.

FIG. 35 (b) shows a perspective of four yokes 191 connected to onecentral column 195. It can be seen that the rotor axles are slightly tothe left or right of the rotor end of the yoke depending on theirplacement on the central column. It can be seen that when a second pairof yokes are placed on the central column, they are placed “upside down”relative to the first pair so that one pair of yokes will not bump intothe other. High arches are needed because for VMT units, the arches haveto move up and down by up to 30 degrees. All four yokes are identical indesign except that one pair is installed “upside down” compared to theother pair. The high arches as shown plus other dimensions of the yokeare designed to allow each yoke to move up or down about 60 degrees,completely independent of the other three yokes. In other words allyokes do not have to move up or down together. The yoke design allowsall four yokes with their axles and yokes to have exactly the same pivotpoint and exactly the same mass and angular moment of inertia, which isvery important for an inertial propulsion system that utilizes many IPDsworking together. It is like an eight cylinder V-eight combustionengine. Everything must be perfectly balanced for high speeds or foridling, or the vibrations will destroy the engine. If a pair or quad ofyokes were used in HMT applications where the vertical movement of therotor lever arms is only a few degrees, the high arches shown would benot necessary and only small arches would be sufficient.

FIG. 17 (a) shows the vertical velocity generic waveforms for the IPDsshown in FIGS. 26, 27, and 28. The important feature of this figure isthat there is always a set of rotors that are providing forward motion;however, the velocity does go to zero for zero amount of time(theoretically) between the precess and reset times. To provide motionduring the times when the velocity goes to zero for a given IPD withfour stacks would require an identical set of four stacks that are 90degrees out of phase with the first set. The velocity waveform wouldthen appear as show in FIG. 17 (b) and the total number of rotors wouldbe doubled.

FIG. 36 shows the use of a VMT IPD configuration to obtain horizontalmotion in the absence of a gravitational field as in orbit or deep outerspace. Under conditions of zero gravity, it can produce horizontal orvertical motion. A VMT IPD has a maximum achievable velocity whichlimits its use in a strong gravity environment such as that on earth.However, in orbit or in free-fall where the force of gravity is exactlycancelled by the orbital centrifugal force, the VMT configuration can beused for velocity in any direction, vertical or horizontal. Also, indeep space where the gravitational field is for all practical purposesnon-existent, the VMT configuration can be used in any orientation. Indeep space, far from any body, there are always weak gravitationalfields and any object is in free-fall, so the effects of thegravitational field can be ignored.

FIG. 37 shows a block diagram that uses a forcing torque that increaseswith time to obtain vehicle acceleration. Normally a constant amplitudeforcing torque is used for the VMT configuration IPD and this willresult in a constant velocity output. However, if the input waveform forthe forcing torque were increasing linearly with time, so too would thevelocity output be increasing as a function of time, within its velocitylimits. Preliminary studies indicate that very high velocities might beachievable using nano-rotors where the velocity is proportional to thesquare of the ratio of the length of a rotor to its diameter. This wouldbe a major step toward achieving sustained acceleration using inertialpropulsion.

FIG. 38 shows a block diagram for using shaped reset pulses to obtainconstant velocity motion for a vehicle with the embodiments of FIGS. 22and 25. Since the VMT velocities are obtained from rotors that follow acircular path, the resulting vehicle velocities are the middle portionof the shape of the cosine of an angle. For this reason, a forcingtorque could be tailored to provide an output velocity that isessentially constant. Basically a forcing torque that is an inversecosine wave would produce a linear output velocity.

FIG. 39 shows a block diagram for an electronic analog to a mechanicalInertial Propulsion Device. Almost every mechanical device or dynamicalsituation has an electronic counterpart. For example, a mechanical forcehas the electrical equivalent of voltage. Mass has the electricalequivalent of charge. It is possible to design an inertial propulsionunit that is based solely on the electrical counterparts to themechanical HMT and VMT IPDs presented in this patent application.

FIG. 40 shows a VMT IPD that uses eight nano-tube rotors. For example,carbon nanotubes have a tensile strength over 200 times greater thanthat of steel and a density only about one-fourth that of steel. In theform of RPRs (rolling pin rotors) where the velocity achievable isproportional to the square of the ratio of its length to its diameter,such high velocities could be achieved such that other physicallimitations of materials would manifest themselves before the ultimatevelocities of nano-tube rotors could be achieved. A nano-tube rotorwould actually be the rotor of a small nano-tube motor. The nano-tuberotors would each be reset with a piezoelectric crystal, much the waymirror segments are positioned on telescope reflectors. The verticaloperating range of the rotors would be of the order of +−ten degreeswith respect to the horizontal. Although only eight rotors are shown,there could easily be 16 or more nano rotors on a single deck.Nano-controller 200 is shown, but details of the torquing motor, yokeassemblies, and reset mechanism are not shown.

Nano-tube IPDs could be used successfully for small probes or spacecraftcommuting between the Space Station and the moon or Mars or asteroids.The small probes could carry miniature cameras, and other smallscientific instruments. They could also carry small communicationsatellite transponders to enhance communication with distant probes onor in an orbit.

FIG. 41 shows a one rotor HMT IPD with a magnetic ring to take the placeof gravity for in-orbit attitude adjustments. Magnetic ring 205 takesthe place of a gravitational field and it exerts a forcing torque onMagnetic Rotor 209. Traction support bracket 206 supports traction ring210. Bracket 208 extends traction support bracket 206 to supportmagnetic ring 205. Otherwise the operation of the IPD is the same asthat for the device in FIG. 1. A very large increase in HMT “horsepower”is possible using high permeability magnets such as neodymium. The rotorwould be polarized with radial flux lines and the magnetic poles wouldbe on the inner and outer circumference surfaces.

The magnetic ring IPD is designed primarily for making spacecraftattitude adjustments in orbit or deep space where there is essentiallyno effective gravitational field. The magnetic ring will be rigidlyattached to the spacecraft and will eliminate the need for attitudeadjustment jets or flywheels that have to be despun every so often. Itcan be mounted to be rotated to function along any desired axis.

FIG. 42 shows a stack of four of the VMT IPDs of FIG. 20. Central column181 on the bottom deck is torqued CCW while central column 227 on thesecond deck is torqued CW so that each one cancels out the back-torqueof the other one. The third and fourth decks are identical to the firsttwo, except that they are shifted 180 in phase with respect to the firsttwo decks so that some upward motion will be provided at all times (the180 degree shift in phase is not shown in this figure).

FIG. 43 shows a stack of four of the VMT IPDs of FIG. 21. The operationof this stack is exactly the same as that for the device in FIG. 42,except that each deck has four rotors instead of two. The stack of fourdecks has full torque compensation.

FIG. 44 shows a stack of four of the VMT IPDs of FIG. 24. The operationof this stack is exactly the same as that for the device in FIG. 43,except that each deck is replaced by a pair of decks, each having fourrotors that are shifted 90 degrees with respect to the other fourrotors. The second pair provides torque compensation for the first pairand the fourth pair provides torque compensation for the third pair.Because half of the rotors are interleaved with the other four, eachpair of decks has a lower profile. It may look like a tall stack, but itcannot tip over because all VMT devices are for use only in the absenceof any significant gravitational field, such as in orbit or in deepspace.

(Original) FIG. 45 shows a more desirable configuration with rotor 101inside of rings 105 and 107. The combination of a traction ring and asupport rings is called Control Ring 111. In order for traction wheel104 to exert some pressure onto traction ring 105 in order to providetraction, traction support bearing 215 exactly opposite of tractionwheel 104 on axle 102 rides on support ring 107 during the tractionphase. During the precession phase all three (traction wheel 104, axlebearing 106, and traction support bearing 215) are floating and not incontact with any ring. That condition places constraints on the heightof traction ring 105 and support ring 107 and the radii of tractionwheel 104, axle bearing 106, and traction support bearing 215. Supportring 107 serves a dual purpose. Besides providing support for tractionsupport bearing 215 it also provides a safety support function in casethe rotor fell out of precession and started to drop down, it wouldlimit the downward movement.

Gravitational force vector 225 is exactly vertical by definition and isshown in the figure. By virtue of the phenomenon of precession, thespinning mass precesses exactly perpendicular to the gravity vector. Byproper implementation, the phenomenon of precession solves the longsought after method to convert rotary motion to unidirectional linearmotion. There is some engineering and physics involved, however.Horizontal precession vector 226 is shown at the tip of the gravityvector.

FIG. 46 shows how adding roll bearing 219 and pitch gimbal 217 to theoutside of control ring 211 (also bumper 218) allows the precessingrotor to always remain level by virtue of the fact that gravitationallyinduced precession can only be in a horizontal plane. The supportingstructure including frame, wheels, etc is not shown in this figure. Whatis shown are the critical elements that comprise what might be calledthe “engine” of the inertial propulsion device. Roll bearing 219 andpitch gimbal 217 will allow precession in the horizontal plane to beindependent of any roll or pitch maneuvers by the vehicle containing theHMT IPD. For example, if a vehicle were climbing a hill with a threedegree upgrade, the horizontal motion developed by the IPD would beequal to the maximum velocity of the IPD times the cosine of the threedegree angle and the component of the IPD maximum velocity being used toallow climbing the upgrade would be equal to the sine of the threedegree angle times the maximum velocity of the IPD. If the vehicle wereundergoing a roll maneuver, the maximum forward velocity would still beequal to the cosine of the pitch angle times the maximum IPD velocitybecause the forward direction is not affected by a roll maneuver. Itshould be noted that if a plane were in a banking maneuver or a vehiclewere on a curve where the road-bed was not horizontal and centrifugalforce were involved, the plane of precession would be representedperpendicular to a vector representing the sum of the gravitationalfield and the centrifugal force. For all practical purposes, the effectof a centrifugal force is indistinguishable from the effect of agravitational field. However, in reality, all gravitational forces actradially inward while all centrifugal forces act radially outward. At asingle point, the Principle of Equivalence considers them to beindistinguishable. However, the mass sensor, also called the gravitygradient sensor, invented by Robert Forward¹⁸, in conjunction with otherequipment, can be instrumented to sense the difference. In summary,since the HMT shown in this figure is the motive force that moves thevehicle, it is heavy duty and structurally designed to propel thevehicle and serves far more functions than simply establishing thegravitational horizontal. It is what keeps the vehicle on the level andmoves the vehicle, instead of just sensing the level.

FIG. 47 shows a different single rotor configuration with motor 227 nearrotor 228 and not requiring a traction ring on the opposite side of thecontrol ring. To get the direction of the traction movement in the CCWdirection, the direction of axle 233 has to be reversed. This isaccomplished with idler axle 221 and idler bearing 222. Idler bearing isa bearing with a high-traction rubber type of circumference on it sothat it is rotated by its contact with axle 233 and it in turn propelsthe rotor in the CCW direction by its contact with traction ring 230. Inthis figure the rotor is in the precession mode and so idler bearing 222is not touching traction ring 230, but in FIG. 48 the rotor is in thetraction mode and it shows idler bearing 222 riding on traction ring230.

FIG. 48 shows a different single rotor configuration with motor 227 nearthe center and not requiring a traction wheel on the side opposite therotor. The rotor is in the traction mode with idler bearing 222 ridingon traction ring 230. The rotor pivots in elevation about the pivotpoint with hinge 235. Support plate 223 takes the place of a supportring like support ring 107 in FIG. 1 and prevents hinge 235 fromdropping down too low in the event that the rotor fell out ofprecession. The rotor pivots in the horizontal plane with central columnpost 236 inside of central column 237. Beam 229 holds the gimbal 234connected directly to motor 227 which is secured to hinge 235. The rotorand its axle rotate only inside of gimbal 234. This embodiment has beentermed the FGD (Fiala Gravity Drive). It is preferred to that shown inFIG. 47, because the motor (passive mass) is near the pivot point, or itcan be gimbaled and centered exactly at the pivot point as shown in FIG.1 or 49.

FIG. 49 shows hollow cone-shaped rotor 216 inside of the control rings.A cone-shaped rotor might be used in certain flying saucer applications.The control rings are supported by four struts 231 with wheels orientedfor motion to the right.

FIG. 50 shows a flying saucer configuration 232 using an HMT cone-shapedrotor 231 inside of the control rings. This configuration of rotor lendsitself to a flying saucer shaped vehicle and hollow cone-shaped rotor231 will give a higher velocity with a lighter “engine”. Although notshown in this figure, the HMT IPD “engine” would be gimbaled with pitchgimbal 217 and roll bearing 219 as shown in FIG. 46. Motor-cabin gimbal238 connects the crew cabin directly to the whole HMT IPD structure sothat the cabin remains horizontal due to the self-leveling capability ofthe HMT IPD. If the craft were undergoing centrifugal force as in aturning maneuver, the cabin would remain level according to the “new”vertical that is the resultant of the actual gravitational field and theinstantaneous centrifugal force.

FIG. 51 shows a Control Ring 214 which is comprised of a traction ring105 and a support ring 107 mounted on a bumper ring 218. The bumper ringwill prevent a spinning rotor from touching any object during horizontalmotion.

FIG. 52 is similar to FIG. 48B, except from a slightly differentperspective and it shows the traction ring and the support ring as onecomplete ring (part 240). It is intended to show the preferredconfiguration for an HMT prototype. Except for the traction wheel 222,it may be considered as an inertial propulsion device with only onemoving part. As the rotor is propelled counter-clockwise with fullinertia along the traction ring, the reaction to this motion will movethe chassis to the left. Then when the rotor precesses CCW from theright to the left with reduced inertia, the reaction to this motion willmove the chassis only part way back to the right, but not all the wayback, with a net movement to the left. Traction & support ring 240 istilted at approximately 1 degree above the horizontal shown at the rightside of the figure. During traction the rotor will be crawling up theone degree angle for 180 degrees and it will precess for 180 degrees onthe down-slope of the traction and support ring 240. It can be seen thatthis configuration can have a second rotor exactly 180 degrees off froma first rotor. When one is tractioning the other is precessing, so thatthere will be continuous motion of the carriage. A two-rotorconfiguration is the minimum configuration for a prototype model. It canfurther be seen that this configuration could hold four rotors (as shownin FIG. 9), or six, or eight equally spaced rotors around a common pivotpoint, except that the configuration is much simpler. Each added pair ofrotors increases the “horsepower” of the unit.

The Physics of Motion by Mass Transfer for FIG. 2 (a)

Refer to the embodiment shown in FIG. 2 (a). 0 degrees (which is also360) is on the right side of the figure and 180 degrees is on the leftside. Motor 103 has its axle 102 going out of both ends. Rotor 101 ismounted on the left side of the motor axle 102.

Rotor 101 will precess from 180 degrees to 360 degrees (360 degrees isthe same as 0 degrees). Rotor 101 has most of its mass in its outer rim.If all the mass of the rotor were in an infinitely thin outer rim, therotor would theoretically lose all of its inertia during precession inthe direction of the precession. However, such a perfect thin-rim rotoris not physically possible and with the approximate proportions shown inthe figure, the rotor should lose approximately 80% of its inertia. Inprecessing from 180 degrees to 360 degrees in a CCW direction, the rotorwill retain only 20% of the inertia that would normally be associatedwith its mass. For this reason, as it is precessing to the right, thereaction against the pivot point and hence against the central column113 and hence against the “carriage or vehicle” 111 will be only 20% ofwhat it would otherwise have been. Due to this reaction, while the rotoris precessing to the right, the carriage will move to the left slightly.When the rotor gets to 360 degrees, axle bearing 106 will begin to rideon support ring 107 and this will stop precession. Simultaneouslytraction axle 116 will begin to ride on traction ring 114 at 180degrees. The traction axle riding on the traction ring from 180 degreesto 360 degrees will propel the rotor from 0 degrees to 180 degrees withthe rotor exhibiting full inertia because it is not precessing.Therefore, while the rotor is propelled from 0 degrees to 180 degrees(moving to the left), the reaction to this motion will move the carriageforward (to the right). The net result after one full cycle ofprecession and traction is that the complete assembly will have moved anet movement forward. While the rotor is being propelled by frictionfrom 180 degrees to 360 degrees, motor 103 will supply any energy lossesand keep the rotor turning at essentially a constant speed.

When axle bearing 106 is riding on support ring 107 and traction axle116 is riding on traction ring 114, the gimbal 109 is about 0.002 incheslower than normal so as to exert some pressure of traction axle 116 ontotraction ring 114 to insure good traction.

An important design consideration is to make the diameter of thetraction axle 116 with the correct value so that the traction angularvelocity is equal to the precession angular velocity. That way the rotorwill experience essentially constant angular motion. The equations forsetting the traction axle diameter to the correct value will bediscussed later on in this application.

Safety plate 115 will prevent the rotor-axle-motor from dropping downtoo far in the event that the rotor fell out of precession. The leadingedge of traction ring 114 at 180 degrees is tapered so as to insure thattraction axle 116 will start to ride on the traction ring. Similarly,the leading edge of support ring 107 at 0 degrees is tapered to insurethat axle bearing 106 will start to ride on it.

FIG. 2 (a) is one of the simplest possible implementations of ahorizontally moving inertial propulsion device. The principles ofprecessing with reduced inertia and being propelled with full inertiaare the same for all HMT configurations. However, the IPD in FIG. 13 isimplemented quite differently.

Rotor 168 in FIG. 13 (a) is a solid disk rotor instead of a thin-rimrotor. This means that at the most, it can lose only 50% of its inertia,thus making it less efficient as an HMT device. The equations forcalculating the loss of inertia are given later on in this application.

Assume that a table-top HMT IPD weighs only one pound. If it movesforward a net amount of 1 inch each cycle, the reaction to this motionis not immediately apparent. It will appear as though there is no localreaction. However, the law of conservation of angular momentum is notviolated. The reaction will be transmitted to the earth via itsgravitational field. If the IPD moves forward by one inch, the earthwill rotate backward an infinitesimal amount. The earth weighs 1.3×10²⁵lbs and so the reaction of the earth can be calculated, but do not tryto measure it. Technically, the angular momentum of the earth-moonsystem is conserved, but calculating the effect of the IPD motion on themoon is left as an exercise for the student.

The Physics of Motion by Mass Transfer for FIG. 13

Referring to FIG. 13 (a), rotor 168 is shown towards the end of itsreset stroke, during which time it exhibits it full inertia and angularmomentum. When the rotor and bearing 172 on axle 169 meet up-lift 174,the momentum from the retrace movement will start bearing 172 to roll upthe semi-circular up-lift and when it has past the half-way point on theup-lift it will become airborne and will no longer be supported. Therotor will then begin to precess in a CCW direction. The energy requiredto travel up up-lift 174 will come partly from the CW momentum andpartly from the motor maintaining a constant speed. Ultimately allenergy required for the HMT process comes from the electric motor.

After reinitiating precession the rotor will precess in a CCW directionfor about 60 degrees at which point it will meet semi-circulardown-track 173 and this will stop the precession. The down-track willthen guide bearing 172 down so that V-pulley 170 will make contact withV-groove track 171. The rotor will then be propelled 60 degrees in a CWdirection until it encounters uplift 174 and the cycle repeats.

When the rotor reinitiates precession at up-lift 174, it drops veryslightly in elevation and loses a small amount of gravitationalpotential energy. For example, if a one pound object falls one foot, itloses one foot-pound of gravitational potential energy. The small angledelta (Δ) that the rotor drops in order to initiate precession may becalculated from the equation:

Δ=I _(P) *τ/L _(O) ² =I _(P) *T/L _(S) ²,

where the angle Δ is in radians, I_(P) is the mass moment of inertiaabout the precessional axis, T is the gravitational torque on the rotorabout its pivot point, and L_(S) is the angular momentum of the rotorabout its spin axis. The foregoing equation can be derived from thediscussion by Dr. Richard Feynman¹⁹ of the initiation of precession inchapter 20 of volume I of his three volume series titled, Lectures onPhysics. This formula has also been verified in personalcorrespondence²⁰.

Original tests were run without an electric motor and under “hand-windupgood luck” conditions the rotor made up to 15 precession and resetcycles before winding down and failing to precess. Forward net motionwith the HMT device of FIG. 13 was verified in the laboratory. Thisverifies that there is a net difference in the inertia for a precessingrotor compared to a non-precessing rotor. This net difference in inertiawill be true whether it is for HMT or VMT. The electric motor alsoreplenishes all kinetic energy or angular momentum of the rotor lost dueto air resistance, and friction due to the universal joint 201, andfriction between the V-pulley and the V-groove track.

Point A may be considered to be at an angle of −30° on the horizontalplane and point B at +30°. Because the cosine wave path for the 60° from−30° to +30° is not a straight line, there will be a small lateralreaction to the base as the rotor begins and ends it reset action.However, due to the fact that the base is mounted on four wheels, alloriented for forward motion, all actual motion is limited to only theforward or reverse direction, and there is no evidence that smalllateral reactions are of any negative consequence in earthboundapplications where wheels provide direction.

There is no indication that any centrifugal force would have anyundesirable effect. In theory, a perfect rotor would have all of itsmass in a thin rim at its circumference. In such a theoretical case, allangular momentum and centrifugal force^(20.5) might disappear completelyduring precession when the rotor spin velocity is much greater than theprecessional angular velocity.

Analysis of Precession Based Motion

Precessional angular velocity is inversely proportional to the spinvelocity of the rotor according to the following equation:ω_(P) =gL/R ²ω_(S),where ω_(P) is the angular velocity of precession in radians per second,L is the distance in meters from the center of mass of the spinningrotor to the pivot point, R is the radius of the rotor, and g is theforce of gravity at the surface of the earth in meters squared persecond.

The maximum linear velocity of a precession based VMT IPU with a totalof eight rotors is given by the following equation:V _(IPU)=522.00( L/R)²/f,where V_(IPU) is velocity in feet per second, L is the length of theaxle or lever arm in feet, R is the radius of the solid disk rotor infeet, and f is the rotor spin angular velocity in cycles per second.

The maximum velocity achievable by motion by mass transfer is limited bytwo factors, the precessional angular velocity and the retrace velocity.If the rotor precesses too slowly, that clearly slows down theachievable forward velocity. If the reset action were too slow, thatalso will limit the forward velocity. Since precessional angularvelocity is inversely proportional to the rotor spin angular velocity,the slower the rotor spin velocity, the faster will be the precessionalangular velocity which results in the circumferential velocity of theprecessing rotor. It follows that the lowest rotor spin velocity thatwill still sustain quality precession will contribute to the highestforward velocity. This is counter intuitive, but that is the case. Theother factor is the velocity of the reset action. Clearly this is also afunction of the rotor velocity and ultimately of the “horsepower” of theelectrical motor driving the rotor and the reset actuator. However, theretrace velocity in relation to the rotor velocity can be controlled bythe diameter of pulleys and/or gears in a number of ways. Those skilledin the art will realize the various means by which the retrace velocitymay be controlled. It is clear that resetting the rotor could be donequicker than by traction alone, but this would then no longer allow therotor to move with uniform circular motion, which is highly desirableproperty.

The embodiment of FIGS. 3, 5, 6, 7, and 8 can provide unidirectionalhorizontal motion, but the velocity will drop to zero twice each cycle.The embodiments of FIGS. 9, 10, and 11 will provide velocity with aripple factor of only +−6.7% for a path of only 60° of its own travel,or about one-half of the motion of a cycle if the reset action time andthe precession times are equal. For a precession-retrace path from −30°to +30°, the ripple factor is calculated as follows:Cos(−30°)=0.866, Cos(0°)=1,Cos(+30°)=0.866,(1.000−0.866)/2=0.134/2=+−0.067=+−6.7%

It can be seen that two or more separate units, properly phased, couldprovide reasonably uniform and continuous velocity. Two units could beidentical or mirror images of each other and placed anywhere on the samebase. If two units were mirror images of each other and were in phase,the lateral reactions would be cancelled. The law of conservation ofangular momentum does not care where the two units are located relativeto each other, just so they are both fixed to the same base. Multipleunits could be stacked vertically on the same central column axis orplaced separately any place on the base. If two units were operating inphase and producing the same move and stop actions, then additionalunits could be added in sets of two and properly phased until continuousmotion was achieved.

As given previously, the precessional angular velocity is given by theequation ω_(P)=gL/R²ω_(S). In FIG. 20 and subsequent VMT embodiments, ifrotor 177 and its rotating axle 179 were perfect and the axle and anyassociated gimbal and other passive mass were of zero mass, upon theapplication of a forcing torque the rotor would come up to itsprecessional angular velocity essentially instantaneously. It wouldaccelerate up to its steady state angular velocity in essentially zerotime, which is a very high rate of acceleration. However, in real life,the rotor and its spinning axle (the active mass) must drag along andaccelerate up to the precession angular velocity all of the passive massthat is riding along with the active mass. The passive mass includes themotor, base, the gimbal, and the pivot point.

The time that it takes for the rotor and its associated passive mass toaccelerate up to the precessional angular velocity can be calculated asfollows: (1) Determine the total mass moment of inertia with respect tothe pivot point for the rotor and all of its associated active andpassive parts (this will be a tedious procedure). (2) Determine theprecessional angular velocity for only the active mass (rotor androtating axle) by dividing the gravitational torque by the product ofthe rotor spin velocity and the mass moment of inertia for only theactive mass. (3) Then determine the angular acceleration by dividing thegravitational torque by the mass moment of inertia of the active andpassive mass combined (obtained from (1)). To get the time required toaccelerate up to the precessional angular velocity, divide theprecessional angular velocity obtained from (2) by the accelerationobtained from (3).

In real life, the finite time that it takes for the rotor to come up tothe full precessional angular velocity will produce some ripple on thevelocity produced by MMT. However, such velocity fluctuations can bereduced by controlling the start and stop times of the multiple unitsand by springs and shock absorbers. Those skilled in the art willrealize how to smooth out small velocity variations.

Equations for the Reduced Angular Momentum

The equation for the moment of inertia (I) for a hollow cylinder isI=m(r_(i) ²+r_(o) ²)/2 where m is the mass of the cylinder, r_(i) is theinternal radius, and r_(o) is the outer radius. If r_(i) is zero, thecylinder is a solid disk. If r_(i) is slightly smaller, butapproximately equal to r_(o), then the cylinder has a thin shell with amean radius r and the moment of inertia (I) is I=mr². The inventorpostulates that the cylinder with a very thin shell will approach a high“quality” rotor that will have essentially a total loss of inertiaduring stable precession^(20.5). It is further postulated that quality(Q) of the rotor will degrade as the inner radius r_(i) approaches zeroand the rotor becomes a simple solid disk. Accordingly, the quality (Q)of a rotor would take the form of Q=(m(r_(i) ²+r_(o) ²)/2)/(mr_(o)²)=(r_(i) ²+r_(o) ²)=(r_(i) ²+r_(o) ²)/2r_(o) ²=(1+(r_(i)/r_(o))²)/2

This equation states that the quality factor Q of a rotor with a thinouter shell would be unity and for a solid disk, the quality factorwould be 0.50. The variable term in the equation for Q varies as afunction of the square of the ratio (r_(i)/r_(o)). This is reasonable.It means that a stably precessing solid disk rotor would have lost onlyone-half its inertia and a thin-shelled rotor would lose essentially allof its inertia. The equation for Q assumes that the rotor spin velocityis equal to or greater than approximately 100 times the precessionalangular velocity. As the ratio drops below approximately 100, thequality Q drops toward zero approximately exponentially and the rotorwill exhibit increased inertia.

The quality factor (Q) is different for different shapes of rotors. Fora hoop (torus or donut) shape the equation will be different. For atorus where the two defining radii are r_(i)+r_(o) and where r_(i)approaches zero as the thin hoop shape is approached, the quality factorQ=(1+(r_(i)/r_(o))²)/4, or one-half that for a thin-rim rotor.

For a toy gyroscope with a rotor that may be considered to have theshape of a torus, and a solid disk rotor of the same diameter and mass,where the torus might be expected to have a higher quality factor thanthe solid disk, preliminary but rough test results indicate agreementwith the above quality factor expressions within 20%. It is anticipatedthat precision test results of the quality factors for a solid diskrotor and a hollow disk rotor of the same mass would agree well with theabove equation Q=(1+(r_(i)/r_(o))²)/2 within 2%.

Calculating Traction Axle Diameter

To design the traction angular velocity to be exactly equal to theprecession angular velocity, let

ω_(TRACTION)=ω_(T)=traction propelled angular velocity

ω_(PRECESSION)=ω_(P)=precession angular velocity=d_(R) M g/(I_(S) ω_(S))

ω_(SPIN)=ω_(S)=rotor angular velocity

Set ω_(T)=ω_(P)

d_(T)=diameter of traction axle

L_(T)=length of axle from pivot point to center of traction axle

L_(R)=length of axle from pivot point to center of rotor

ω_(T)=(2π d_(T)/2π L_(T))=ω_(S)(d_(T)/L_(T))

d_(T)=L_(T)(ω_(P)/ω_(S))=L_(T)((L_(R) M g/I_(S) ω_(S))/ω_(S))=L_(T)L_(R)M g/(I_(S)ω_(S) ²

For Natural Precession (HMT), the axle has very little horizontal orvertical stress on it compared to VMT with its forcing torque.

Normally ω_(S)>=100 ω_(P)

Assume that L_(R)=1.0 feet, L_(T)=1.2L_(R)=1.2 feet, ω_(S)=2000 rpm,ω_(T)=ω_(P)=46.92 rpm (from an earlier design)

Then d_(T)=L_(R) M g(I_(S) ω_(S) ²), d_(T)=L_(T)(ω_(P)/ω_(S)),=1.2(46.92/2000)=0.0282 ft=0.34 inches

The diameter of the traction axle is inversely proportional to thesquare of the rotor spin angular velocity.

The Physics of Inertial Propulsion Employing Sustained Acceleration

In order to achieve travel to the stars, it is necessary to developinertial propulsion that can produce sustained acceleration (SA). Inaddition to sustained acceleration, it also requires a source of energythat has not yet been developed, but for which significant researchefforts are currently taking place.

Rockets using solid or liquid propellants are clearly a brute force andvery dangerous approach to manned space flights and space travel.Zero-point energy is now recognized as existing even though man has notyet managed to harness it to any significant extent. However, it isanticipated that in a few decades, after zero-point energy has beendeveloped, combining a zero-point energy source with an inertialpropulsion system will constitute a perfect marriage of the twotechnologies for future travel to the planets and the stars.

Possibly the highest rate of acceleration achievable by man is the rateat which a “perfect” spinning rotor gets up to its angular velocity ofprecession. If it were a “perfect” flywheel with all its mass in a thinrim on its circumference and it was not dragging along any passive mass,the rate of acceleration would be infinite. For travel to the stars, avery high rate of acceleration is not needed, but simply a low rate ofacceleration that is sustained.

Consider the demonstration that Dr. Eric Laithwaite once gave. At theend of a three foot rod he raised a 40 lb rotor over his head with thelittle finger on his right hand. How was this done? The answer is byapplying a small horizontal torque to its axis. During the time that thetorque was applied the weight essentially disappeared and all the weightDr. Laithwaite had to lift with his little finger was the rod thatweighed about 3 lbs. If the rod itself were spinning (and precessingwith the rotor) with only the hand-grip not spinning, then Dr.Laithwaite would have had to lift only the weight of the hand-grip,which would be only a few ounces. Suppose the forcing torque could besustained such that the weight remained at essentially zero, then itwould take only a small rocket to lift the 3 lb rod with its 40 lbspinning rotor attached to it. This would still require a small “bruteforce” rocket, but the weight needing to be lifted is reduced by afactor of more than ten. Of course it would require an additionalmechanism to implement the application of a continuous torque on such arotor.

The nearest large star to the Earth is Alpha Centauri which is 4.3 lightyears away. If a space vehicle using sustained acceleration couldaccelerate at only 2.0 g's it could get half way to Alpha Centauri inone year and then decelerate for another year to arrive at the star. Itcould spend one year in orbit making observations. Then it could spendtwo years on the return trip. Then the whole trip would take only 5years and his wife and children would still be alive and ready to greethim on his return. There is a lot of incentive to develop a mechanicalor electric device that can produce sustained acceleration (SA). Itshould become a number 1 priority of NASA and the ESA.

Docking Maneuvers in Space

Docking maneuvers, such as the Space Shuttle docking with the SpaceStation, are very critical because of the momentum of the Space Shuttle.Any velocity at the moment of contact could cause serious damage to theSpace Shuttle and/or the Space Station. It would be far better to useinertial propulsion during the last part of the docking phase becausethere is effectively no momentum of the combined inertial propulsiontractor and the Space Shuttle. An inertial propulsion “tractor” could beparked near and secured to the Space Station. If the vehicle to bedocked was very massive, as is the Space Shuttle, the velocityapproaching docking would be much slower than when docking a smallerunit such as a small shuttle or crew recovery vehicle. The Motion byMass Transfer (MMT) principle imparts only as much momentum or velocityas it can during a reset stroke and all that momentum or velocitydisappears at the end of the reset stroke. The VMT device effectivelymoves the combined mass of the IPD plus its payload from one point toanother with a full stop when it is turned off.

Spacecraft and Instrument Orientation Corrections Using MMT

Inertial Propulsion Units using MMT could replace reaction wheels forspace craft and instrument orientation. For example, the reaction wheelfor the cameras on the Mars Global Surveyor wore out and ceased tofunction in 2006 after ten years of operating continuously. Furthermore,after enough time has passed, most reaction wheels have to be de-spun.IPUs using MMT could be used to orient spacecraft and their instruments.Since all motion can be set to stop after each cycle of MMT, the unitwould function as a stepping motor and never have to be despun. Sincethe units do not have to be at the center of gravity, a single unitcould be placed almost anywhere on the spacecraft and mounted so that itcould be rotated and used for all three orthogonal axes, one axis at atime.

Generic HMT Applications (Requiring a Gravitational Field)

1. Propulsion without external moving parts (Submarine, deep seasubmersibles, dirigibles)

2. Airborne: Lightweight UAVs (Unmanned Air Vehicles), dirigibles

3. Demonstration Vehicle (large, automobile)

4. Test in Space Station without wheels, etc.

5. Science Experiments (table top, science classes)

6. Demonstration of Sudden Starts, Stops, 90 degree and 180 degreeturns.

7. Toys (radio controlled cars, boats, trains)

8. Verification and measurement of Loss of Inertia During Precession(qualitative and quantitative)(Space Station and Earth-bound) to within+−5% of the quality factor equation Q=(1α(R₁/R₂)²)/2 for disk rotors andQ=(1+(R_(i)/R_(o))²)/4 for hoop-shaped rotors.

9. Attitude Corrections in Orbit (substituting a ring magnet forgravitational field). Bolt to chassis. (avoid de-spinning reactionwheels)

10. Large units for exhibit in museums

11. Nano HMT IPU Device development

12. Emergency Vehicles where traction is poor, such as on ice, icyroads, snow, mud, flooded areas, oil slick on roads, tractors in swamplands, hybrid vehicles with traction drive and inertial propulsiondrive, sport and other vehicles on ice or snow, accident avoidance (stopbefore going over cliff or crashing into another vehicle or obstacle.

An excellent example of need for HMT IPDs would be for automobiles goingup into the mountains where roads are icy and chains are required. Withan HMT IPD incorporated into the vehicle, CHAINS WOULD NOT BE REQUIRED.When losing traction on an icy road, simply “ENGAGE IPD” and the carwill not need traction, but will move as if pushed by an invisible handfrom the aether. Hybrid cars that already have batteries to provideelectrical power to wheels could also supply power to the IPD. It willbe relatively simple to integrate an IPD into a hybrid electricalvehicle.

Other applications for HMT IPDs would be in snowmobiles, vehicles thatoperate exclusively in the polar regions on ice or snow, sports vehicleson ice. When losing control of an icemobile, it would stop immediatelyinstead of crashing into a tree or “running away blindly”.

Generic VMT Applications (No Gravity Required, No SustainedAcceleration)

1. Maneuvering in Orbit (Space Station, orbital utility vehicles,Inertial Propulsion Tractor), deorbiting of failed or spent satellites

2. Maneuvering at Libration Points.

3. Landing and Lift-off on Low-Gravity asteroids.

4. NEO Orbital Perturbations

5. Performance Tests in Space Station (science experiments)

6. Demonstration of Sudden Starts, Stops, 90 degree and 180 degreeturns, and on Earth a downward acceleration of 1.0 G.

7. Verification and measurement of reduction in of Inertia DuringPrecession (qualitative and quantitative) (Space Station)

8. Nano VMT IPU Device development

9. Deorbit of satellites and other orbital vehicles

Space-rated IPDs will have magnetic bearings. For spent or failedsatellites, deorbit procedures don't have to be quick, but could usesmall “horsepower” VMT-IPDs using solar power for a period of severalmonths to accomplish deorbit.

On Feb. 20, 2008, the military used a missile to shoot down a failedsatellite in order to avoid a potentially hazardous toxic fuel spill²¹.It took three months of planning, modification of three ships withmissiles, and cost $70,000,000. For a fraction of that cost, alow-performance IPD could have taken several months or longer to slowlydeorbit the satellite. However, it might require that amount of money tooriginally develop a space-rated VMT-IPD. With an on-board VMT-IPD, nofuel is needed for station-keeping, thus reducing the mass of thesatellite and launch costs. Estimates indicate the weight of an on-boardVMT-IPD would have been less than the fuel weight. An IPD isnon-hazardous upon re-entry.

On Mar. 15, 2008, the third stage of a proton-M rocket failed to put theAMC-14 telecommunications satellite into correct orbit²². It was to havea 15-year service life. Now it has to use most of its on-board fuel tocorrect its orbit or be scrapped. It was decided to scrap it. Anon-board VMT-IPD could be used to slowly put it into the correct orbitand all the fuel would be saved. If there had been an on-board IPD, nofuel would've been needed for station-keeping. About every month asignificant example occurs where an on-board IPD would've saved tens ofmillions of dollars, months of time, and tons of launch weight.

An excellent example of the use of a VMT IPD would be for satellitesthat have to change their orbit slightly to avoid debris in space.Instead of using up propellant for these maneuvers, an IPD could usesolar energy to shift the orbit slightly to avoid known debris. In manysuch satellites, an IPD would replace the need for any on-board fuel andattitude control jets. An example of the magnitude of this problem isthat in January 2007, the Chinese government shot down a polar orbitingsatellite about 848 kilometers above the Earth and created an estimated150,000 pieces of debris²³. This debris will remain a hazard forcenturies to come. This debris is especially dangerous to equatorialsatellites in that it is in a polar orbit and can hit a satellitebroadside and unexpectedly. In contrast, for equatorial debris therelative velocities are fairly small and the satellite in danger has achance to observe the nearby debris over a number of orbits and shiftits orbit accordingly. It is estimated that about 2,600 pieces are thesize of a softball from this event alone.

Presently NASA is considering adding shock absorbers to the Ares 1astronaut-crew-launching rocket to reduce the vibrations originating inthe solid propellant main stage due to thrust oscillation duringlift-off²⁴. This is another example of the reality that rockets usinghighly volatile propellants is a brute force approach to space launchesand space flight. Consider the Shuttle Challenger explosion in 1986.

It is extremely important for NASA and the military to develop HMT andVMT IPD technology as soon as it can. In the long run, it will savetrillions of dollars in launch costs, propellant costs, and simplersatellites and space vehicles. Present launch costs are between $10,000to $20,000 per pound!

With the NASA budget being cut the Moon and Mars programs are injeopardy. Current plans are to retire the Shuttle in 2010, three yearsbefore the Ares rocket is to be completed in 2013²⁵. There is also talkof retiring the Space Station even before it is completed. What NASAcurrently does not realize is that with the immediate development ofinertial propulsion systems technology, a lot more could be done for alot less cost than presently planned.

Energy for IPD operation within a solar system could be solar, RTG, ornuclear; and someday maybe even zero-point energy.

Units for Inertial Propulsion Calculations:

When the angular motion in precession of the rotor(s) ceases, the IPDstops. Therefore an HMT or a VMT device cannot have any angularmomentum. Therefore regular equations for the dynamics of an IPD cannotbe used directly. The terms motion, movement, velocity, acceleration,work, inertia, force, kinetic energy, momentum, and power have to becarefully defined because in general, the standard meanings for all theterms may not apply.

For example, when operating, an IPD has a certain design velocity. Whennot running, its velocity, inertia, and momentum are zero. Whenreferring to an IPD as defined in this Application it is suggested thatterms velocity and acceleration be replaced by ivelocity andiacceleration, where the initial letter “i” refers to the fact thatthese terms are being used for an inertial propulsion device. Similarly,the other terms, when describing an IPD would be refaced with an “i” asfollows: iforce iinertia ikinetic energy, imomentum, ipower, and iwork.There are other units involved with inertial propulsion, but for now,only the six units described herein will be considered. When workingwith inertial propulsion devices that do produce acceleration, then thenormal terms such as force, inertia, etc, without the “i” in front willapply.

For an IPD, the following parameters are all equal to zero:iacceleration, iforce, iinertia, ikinetic energy, and imomentum.Accordingly, the following identities hold:

iacceleration=0, iforce=0, iinertia=0, ikinetic energy=0, imomentum=0

The ivelocity will not be zero, but will be less than or equal to theIPD design velocity.

It may seem like the above identities place severe restrictions on theusefulness of IPDs, but there are numerous valid applications where IPDsfill unique needs in satellite and other space applications.

The fact that an IPD can have velocity does not imply inertia, momentum,kinetic energy, or force. Motion or movement may mean only that anobject is moved from one place to another without continuing on.

Since the velocity of an IPD is a function of the total mass of the IPDand its payload (PL), a suitable term would be the product of its mass Mtimes is velocity iV. Since the term is meant to be analogous tohorsepower, temporarily let it be termed ihorsepower, or ihp. Normally,multiplying mass time velocity give momentum; however, when working withinertial propulsion, that is not the case.iHorsepower=ihp=M _((IPD+PL))(iV)

For inertial propulsion the term motion will mean moving an object orpayload from one place to another without regards to its velocity. Theterm movement means essentially the same as motion.

The term ivelocity as applied to an IPD with at least one pair of rotorsmeans the average velocity achieved during multiple cycles of theindividual pair of rotors. Each rotor starts up in angular motion inprecession and moves at a constant velocity for 180 degrees and thenstops its angular velocity in precession. It is then propelled bytraction for 180 degrees of its cycle and then stops again. The netmotion forward of these two movements for one cycle defines the velocityfor each cycle. For Multiple cycles resulting in continuous motion thevelocity will be the design ivelocity of each pair of rotors. The numberof pairs of rotors increase the ihorsepower of the IPD.

footnote: a name for the unit horsepower could be the “Fiala”. The finalname for the unit of “ihorsepower” will be subject to approval or changeby the international committee for the establishment of units.

SUMMARY

There have been almost hundreds of attempts at inertial propulsion byvarious different means, with none of them succeeding or being practicalenough to realize. It is the intention of this invention submission tolay a solid foundation for several different means of obtaining inertialpropulsion consisting of motion by mass transfer that are practical toimplement. Research by the inventor is ongoing to develop inertialpropulsion with sustained acceleration (SA) and will be the subject of asubsequent patent. Since inertial propulsion is really an undevelopedtechnology, there is so much potential for applications that it isvirtually impossible at this time to even imagine all the applications.Whole new industries will develop around the principles of motion bymass transfer and later by inertial propulsion employing SustainedAcceleration.

Amusement park rides could use inertial propulsion. The rides could stopessentially instantaneously during an emergency. Proper seat beltrestraints would have to be in place. Merry-go-rounds and all carouseltype rides are examples that could use inertial propulsion.

As mentioned earlier, a special light weight demonstration car could bebuilt using HMT that might do zero to 40 mph in one second. Such avehicle employing HMT would have four wheels, but no internal combustionengine, transmission, gear train, or differential driving them and noheavy duty brakes. An IPD would replace the heavy internal combustionengine. The wheels would be used for holding the vehicle off the groundwith the front wheels also used for steering. Such a vehicle would havethe minimum possible mass and would be solely for the purpose ofdemonstrating motion by mass transfer. However, it is possible that somephysical strength of materials limitation would be reached before 40 mphin one second would be reached.

(Original) Other HMT applications include emergency vehicles wheretraction is poor, such as on ice, icy roads, snow, mud, flooded areas,oil slick on roads, tractors in swamp lands, hybrid vehicles withtraction drive and inertial propulsion drive, sport vehicles on ice orsnow, accident avoidance (stop before going over cliff or crashing intoanother vehicle or obstacle). If a hybrid vehicle lost traction andstarted spinning its wheels on ice, all the driver would have to do ispush a button to engage the IPD and the vehicle would be pushed forwardwithout any traction, as if a hand from the sky pushed it. NO CHAINSREQUIRED!

MMT (Motion by Mass Transfer) is clearly suitable for moving manned orunmanned vehicles in outer space applications where little or nogravitational fields exist, such as movement near the Space Station,small planets, asteroids, comets, libration points, geostationaryorbits, or in general, any orbit where the centrifugal force cancels thegravitational force. MMT is clearly a far safer approach for dockingbetween any two space structures as opposed to rockets using explosivepropellants. MMT is truly the precursor to travel to the stars.

(Original) Aircraft during takeoff or landing could use inertialpropulsion to reduce noise levels to below legal limits. Aircraft inlevel flight could use inertial propulsion to save on fuel costs to theextent that generating electrical energy for inertial propulsion wouldbe more cost efficient than developing thrust using jet engines.Submarines could move in total silence with no external moving parts.

(Original) The use of inertial propulsion units will generate completelynew industries and employment opportunities, and as soon as sustainedacceleration is developed, travel to the stars can be realized.Development efforts aimed at achieving sustained acceleration arefocusing on using forcing torques that are not constant, but increase asa certain function of time during each cycle and on mechanicallyimplementing vertical precession whereby the distance precessedvertically exceeds the length of the lever arm by using apseudo-continuous reset function. In general, most generic mechanicalcomponents and parameters have analogous electrical counterparts.Research is also focused on defining the complete electronic analogue tothe embodiments defined herein which could result in a completely solidstate IPU.

Because the inertial propulsion devices covered in this Application donot produce a force and do not accelerate, a new set of units isdiscussed in a previous section. When referring to an IPD as defined inthis Application it is suggested that terms velocity and acceleration bereplaced by ivelocity and iacceleration, where the initial letter “i”refers to the fact that these terms are being used for an inertialpropulsion device. Similarly, several other terms, when describing anIPD, would be prefaced with an “i” as follows: iforce, iinertia,ikinetic energy, imomentum, ipower, and iwork

General Note Applying to FIGS. 1-5:

Normally the Mass Moment of Inertia for the motors and axles in FIGS.1-5 can be ignored relative to that for the rotor because of theirrelatively small size. Their effect would only show up in the third orfourth decimal place. However to the extent that the motor and axle arecentered about the pivot point, their Mass Moment of Inertia is exactlyzero because each half cancels out the other half. The same is true forthe motors that are gimbaled at their centers of mass. This is an idealcondition for those type of designs.

LIST OF REFERENCE NUMERALS

-   101 rotor, FIG. 1-   102 axle, also called lever arm, FIG. 1-   103 motor, FIG. 1-   104 traction wheel, FIG. 1-   105 traction ring, FIG. 1-   106 axle bearing, FIG. 1-   107 support ring, FIG. 1-   108 rotor motor, FIG. 1-   109 gimbal, FIG. 1-   110 bearing, central column, FIG. 1-   111 carriage, FIG. 1-   112 arrow, direction, FIG. 1-   113 central column, FIG. 1-   114 traction ring, FIG. 2 (a)-   115 safety plate, FIG. 2 (a)-   116 traction axle, FIG. 2 (a)-   117 support ring, FIG. 3-   118 motor, FIG. 3-   119 gimbal, FIG. 3-   120 gear, upper, FIG. 3-   121 gear, lower, FIG. 3-   122 rotor, FIG. 3-   123 rotor, FIG. 3-   124 battery, FIG. 3-   125 gimbal bearing, FIG. 3-   126 gimbal, FIG. 3-   127 traction ring, FIG. 3-   128 traction ring, FIG. 4-   129 safety ring, FIG. 4-   130 motor, FIG. 4-   131 traction axle, FIG. 4-   132 traction ring, FIG. 5-   133 support ring, FIG. 5-   134 support ring, FIG. 5-   135 traction ring, FIG. 5-   136 traction wheel, FIG. 6-   137 gear, big, FIG. 6-   138 gear box, FIG. 6-   139 gear, small, FIG. 6-   140 motor, FIG. 6-   141 yoke, FIG. 6-   142 plate, top pressure, FIG. 6-   143 axle, FIG. 6-   144 rotor, FIG. 6-   145 yoke, FIG. 6-   146 traction ring, FIG. 6-   147 central column, FIG. 6-   148 base ring, FIG. 6-   149 rotor, FIG. 6-   150 rolling pin rotor (RPR), FIG. 7-   151 rolling pin rotor (RPR), FIG. 7-   152 limit ring, FIG. 8-   153 axle bearing, FIG. 8-   154 traction ring, FIG. 8-   155 axle, FIG. 8-   156 motor, FIG. 8-   157 safety plate, FIG. 8-   158 yoke, FIG. 8-   159 motor, FIG. 10 (a)-   160 bevel ring gear, FIG. 10 (a)-   161 bevel gear, planetary, FIG. 10 (a)-   162 yoke, FIG. 10 (a)-   163 base, FIG. 13 (b)-   164 motor bracket, FIG. 10 (a)-   165 bevel ring gear, driving, FIG. 10 (b)-   166 rotor, solid disk, FIG. 12-   167 rotor, thin rim, FIG. 12-   168 rotor, FIG. 13 (a)-   169 axle, FIG. 13 (a)-   170 V-pulley, FIG. 13 (a)-   171 V-groove traction track, FIG. 13 (a)-   172 axle bearing, FIG. 13 (a)-   173 uplift, FIG. 13 (a)-   174 down-track, FIG. 13 (b)-   175 yoke axle, FIG. 13 (b)-   176 torque motor, FIG. 20-   177 rotor, FIG. 20-   178 motor, FIG. 20-   179 axle, FIG. 20-   180 yoke, FIG. 20-   181 central column, FIG. 20-   182 reset cylinder, FIG. 20-   183 gear, small, FIG. 20-   184 gear, large, FIG. 20-   185 base, hydraulic, FIG. 20-   186 base ring, FIG. 20-   187 reset rod, FIG. 20-   188 motor, FIG. 23-   189 axle collar, FIG. 23-   190 rolling pin rotor (RPR), FIG. 23-   191 yoke, FIG. 35 (a)-   192 yoke axle bore, FIG. 35 (a)-   193 alignment circle, FIG. 35 (a)-   194 yoke arch, FIG. 35 (a)-   195 central column, FIG. 35 (b)-   196 V-pulley, FIG. 2 (b)-   197 V-groove traction ring, FIG. 2 (b)-   198 hydraulic shock absorber, FIG. 2 (b)-   199 nano-rotor, FIG. 40-   200 nano-controller, FIG. 40-   201 yoke, FIG. 13 (b)-   202 gimbal, semi-circular, FIG. 13( b)-   203 motor, FIG. 13 (b)-   204 base, FIG. 25-   205 magnetic ring, FIG. 41-   206 Traction ring support, square, FIG. 41-   207 bracket, FIG. 6-   208 bracket for magnetic ring, FIG. 41-   209 magnetic rotor, FIG. 41-   210 traction ring, FIG. 41-   211 control ring, FIG. 1-   212 fillet, support ring, FIG. 2 (a)-   213 fillet, traction ring, FIG. 2 (a)-   214 control ring, FIG. 8-   215 traction support bearing, FIG. 45-   216 cone rotor, FIG. 49-   217 gimbal, pitch, FIG. 46-   218 bumper ring, FIG. 45-   219 roll bearing, FIG. 46-   220 hinge, middle part, FIG. 47-   221 idler axle, FIG. 47-   222 idler bearing, FIG. 47-   223 support plate, FIG. 47-   224 lever arm, FIG. 47-   225 Gravitational Force Vector, Vertical, FIG. 45-   226 Precessional Vector, Horizontal, FIG. 45-   227 motor, FIG. 47-   228 rotor, FIG. 47-   229 beam, FIG. 48-   230 traction ring, FIG. 48-   231 strut, FIG. 49-   232 flying saucer enclosure, FIG. 50-   233 axle, FIG. 47-   234 half-gimbal, vertical, FIG. 47-   235 hinge, FIG. 20-   236 central column, FIG. 47-   237 central column post, FIG. 47-   238 bracket supporting crew cabin, FIG. 50-   239 crew cabin, FIG. 50-   240 traction and support ring, FIG. 52

GLOSSARY

This glossary contains the definition of many technical terms andacronyms associated with the subject of Inertial Propulsion. Differentterms can mean different things to different people; however, thedefinitions given in this glossary apply to the meanings as used in thisinvention submission.

Because of the complexity involved in this disclosure, the newness ofthe field of inertial propulsion, and the extensive tutorial discussionincorporated into this disclosure, it is felt that this glossary willfill an important need even for the reader skilled in the art andespecially to properly communicate the inventor's concepts.

ACCELERATABLE MASS: Any mass undergoing acceleration, whether it islinear, non-linear, or centripetal acceleration. It is the interactionof an accelerating mass with all the mass of the rest of the universethrough the medium of the aether that results in a change in the inertiaof the accelerating mass^(10,11,12,13,15).

ACTIVE MASS: Technically speaking, the Active Mass is the AcceleratableMass, that in this disclosure, consists of the spinning rotor and itsaxle, if it is also spinning. Everything else is the passive mass,comprising the complete vehicle, payload, housing, gimbals, includingeverything but the Active Mass. In the case where the axle of the rotoris not spinning, the inner race of the bearing assembly is passive massbecause it is not rotating, while the outer race, which spins with therotor, is active mass. The ball bearings or roller bearings areconsidered pseudo-active mass because each ball or roller is rotatingabout its center and is also spinning in a circle at a speed less thanthat of the outer race. However, usually the mass moment of inertia ofthe balls or rollers is negligible and does not appear in the firstthree or four significant figures affecting performance parameters suchas the initial acceleration and maximum velocity for each cycle of themotion by the mass transfer process.

AETHER: (also formerly spelled ‘ether’, but here ‘ether’ will stand forthe chloroform type of chemical). The aether is a hypotheticalnon-material fluid (the luminiferous aether) formerly supposed topermeate all space, and having the property of propagatingelectromagnetic waves and permitting action at a distance or quantumentanglement. During the 1980s and 1990s, it is receiving renewedinterest in that it appears that the aether absolutely has to exist. Theaether is not to be confused with the Inertial Reference Frame (IRF), orthe Universal Lattice (UL), etc., the structure in which the aether maybe said to exist.

The aether is currently considered to be the medium which permeates thecomplete universe, in which electromagnetic waves travel, in whichstatic magnetic and electric fields exist, in which light travels, inwhich gravitational fields exist, and in which matter exists. Just assound waves require a gas medium in which to propagate, so too, lightwages require the aether in which to propagate. Without the aetherfilling all of space (the inertial reference frame), magnetic flux linescould not exist, gravitational fields couldn't exist, and one mass couldnot act upon another mass at a distance. In fact, mass itself could notexist if the aether did not exist. If a beam of light encountered asmall pocket of true “vacuum” in the inertial reference frame in whichthe aether did not exist, the beam of light would stop propagating whenit comes to the true vacuum. These properties of the aether are eitherintuitive or obvious, but may currently not be easy to represent withequations. Through the medium of the aether, any mass, such as a rotor,obtains its inertia through action at a distance with all the mass inthe universe¹⁰.

ANGULAR MOMENTUM: The product of the mass moment of inertia of arotating body or system of bodies, as measured about the axis ofrotation, and the angular velocity about that axis. Also called themoment of momentum. It is a vector quantity, having the direction of theaxis of rotation and a sense such that the vector points towards theobserver if the rotation is clockwise as seen by him. Due to the law ofconservation of angular momentum, the angular momentum remains constantin any isolated system. However, it is pointed out that a massiveflywheel precessing about its precession axis has a reduced value ofangular momentum in the direction of precession as measured in ourfour-dimensional space-time continuum.

BASIC ELEMENT: A Basic Element is defined as containing two rotors, twoaxles, two reset mechanisms, two motors, one or two torque motors,depending on the design, and one central column on a single base asshown in FIG. 20.

BASIC UNIT: A Basic Unit is defined as two basic elements containingfour rotors, four axles, four reset mechanisms, four rotor motors, twotorque motors and two central columns as shown in FIG. 21.

BUMPER RING: A ring with a circumference that extends outward slightlymore than any part of an HMT IPD. For example, if it were beingdemonstrated on the floor of a room, bumping into a wall would not allowany of the moving parts to be touched. The bumper ring will usually havethe TRACTION RING, which has a slightly smaller diameter than the bumperring, mounted on it. It could also have a support ring mounted on it ifone is used in that particular design.

CONE-SHAPED ROTOR: A rotor in the shape of a cone. It may be solid orhollow. A hollow rotor would provide the same velocity as a solid rotor,but would have less “horsepower”.

CONTINUOUS RESET: For an inertial propulsion unit that uses a precessand reset cycle, the concept of having the cycle time approach zero sothat in effect the precession remains continuous and the reset functionremains continuous, but with a phase-shift between the precession andreset portions of the cycle. A resonant vibration mode with anon-spinning lever arm or spin axis is being considered for developing acontinuous reset function. A continuous reset may not be physicallypossible. Testing to date has not succeeded in producing a successfulcontinuous reset function.

CONTROL RING: When the support ring and the traction ring or the supportring and the limit ring are integrated into a single part, it is calledthe control ring.

DISCRETE RESET: For an inertial propulsion unit that uses a precess andreset cycle, the forcing torque is turned off for a part of the cyclethus stopping precession and during this part of the cycle the spinningrotor with its axle or lever arm is forcibly reset to its reference orstarting position. As soon as the reset is completed, the forcing torqueis resumed and thus the precession part of the cycle takes place.

ESCAPE VELOCITY: The velocity required to escape the gravitational pullof a body from the surface of the body. The equation for the escapevelocity at any altitude above the surface of a body is equal to thesquare root of 2 times the orbital velocity at that altitude. The escapevelocity for a body smaller than the earth comes into play consideringthe maximum velocity of a VMT IPD.

FGD: Fiala Gravity Drive

Fiala: The last name of the inventor. Also the term currently use torepresent the equivalent of a term like “horsepower” of an HMT or VMTIPD as defined in this application. The term “Fiala” is the “units”currently defined for ihorsepower=ihp, the expression for the analog tohorsepower when working with HMT and VMT inertial propulsion devices asdescribed in this Application. The iHorsepower=ihp=M_((IPD+PL))(iV),where M_((IPD+PL)) is equal to the sum of the mass of the rotors plusthe mass of the payload (PL) and iV is the maximum design velocity ofthe IPD. For example: ihp=10.0 Fialas=M_((IPD+PL))(iV)=(10 lbs)(1.0ft/sec)=10 Fialas=10 ft-lbs/sec. It has the same units as momentum,which is the product of mass times velocity. Although, and HMT or VMTIPD does not have momentum in the conventional sense, it is a measure ofhow fast and IPD can move a given mass including the mass of the IPD.See ihorsepower=ihp.

FLYWHEEL: Used to store kinetic energy. For purposes of the inventionsubmission, a rotor is not considered a flywheel or a gyroscope. Forexample, for HMT or VMT the primary purpose of a spinning rotor is todevelop precession and not to store energy. For VMT, work isaccomplished by the use of a forcing torque and not the kinetic energyof a spinning rotor.

FORCING TORQUE (FT): In a gravitational field, a torque applied toaccelerate or decelerate the precessional angular velocity of a rotor orflywheel undergoing natural precession. For a rotor undergoing naturalprecession in the earth's gravity field, the torque is applied about thevertical axis which contains the pivot point for the flywheel. Theresulting natural precession due to the earth's gravitational field isabout the vertical axis at its natural angular rate. If a forcing torqueis applied so as to increase the angular velocity (hurrying torque), therotor will rise or precess upward in angle about its pivot point. If theforcing torque is applied so as to reduce the angular velocity about thevertical axis (slowing or retarding torque), then the rotor will precessdownward in angle. The forcing torque will cause the rotor to move up ordown in angle and to trace out a path on a spherical surface.

While not in a gravitational field, or in free fall in a gravitationalfield, a forcing torque is a torque applied to a central column for thepurpose of producing a precession of a spinning mass in a directionperpendicular to the plane in which the forcing torque is applied.

FVSD: Fiala Vertical Space Drive

GRAVITATIONAL POTENTIAL ENERGY: At a point in the gravitational field ofan isolated spherically symmetric mass, gravitational potential energyis represented by the quantity Gm/r, where G is the gravitationalconstant, m is the mass concerned, and r is the distance of the pointfrom the center of mass.

GRAVITATIONAL FIELD: The field in which gravitational forces areoperative. According to Einstein's general theory of relativity thisfield may be described in terms of GRAVITATIONAL WAVES and quanta whichare analogous to the waves and quanta of the electromagnetic field.However, gravitational quanta (gravitons) are still hypothetical²⁶.

GYRO: See Gyroscope.

GYROSCOPE (AS DISTINGUISHED FROM A FLYWHEEL, TOP or a ROTOR): Theoriginal definition of a gyroscope has changed significantly in the pastfour decades with the invention of different types of gyroscopes. Theoriginal definition included an apparatus including a housing, twobearings or bushings, an axle, and a flywheel or wheel or disk mountedto spin rapidly about an axis and also free to rotate on one or twoadditional pivot points or joints about one or both of two axesperpendicular to each other and to the axis of spin so that a rotationof one of the two mutually perpendicular axes results from theapplication of torque to the other when the wheel is spinning and sothat the entire apparatus offers considerable opposition, depending onthe angular momentum, to any torque that would change the direction ofthe axis of spin. The terms “gyro” and “gyroscope” have the same meaningand are used quite interchangeably as can be seen by a review of theliterature. Several different types of gyroscopes that usenon-mechanical means and/or support include the electrostatic gyroscopeand the cryogenic gyroscope. A fiber-optic gyro or gyroscope is also anexample of a gyroscope that does not use a flywheel and has no movingparts. A ring laser gyro is another example of a gyroscope that does notuse a flywheel and has no moving parts. A nuclear-spin gyroscope is allsolid state, weighs less and uses less power than even a fiber-opticgyroscope [NASA Tech Briefs, January 2008, page 59]. For the purposes ofthis invention submission, a spinning rotor is not considered to be agyro or gyroscope.

HMMT (HMT): Horizontal Motion by Mass Transfer. See MMT.

HMT (HMMT): See HMMT and MMT.

HORSEPOWER: For an HMT or VMT IPD, an expression to convey an idea ofthe amount of passive mass that can be moved at a given velocity. Thisexpression when used with an HMT or a VMT IPD is not really in the unitsof conventional horsepower.

IDLER BEARING: As shown in FIGS. 47 and 48, the idler bearing turns onthe idler axle and is rotated by contact with the rotor and then by itsrotation and traction with the traction ring, it moves the axle CCWduring the traction half of a cycle. The idler bearing will be comprisedof a high quality bearing with a rubber-like substance on itscircumference so that it will maintain good traction with the axle aboveit and the traction ring below it.

IDLER AXLE: An axle that is fixed on the inside of a half-gimbal asshown in FIGS. 47, 48 and 52. The idler bearing turns freely on it.

iterms: When working with calculations for inertial propulsion devicesthat do not exhibit a force or acceleration, as disclosed in thisApplication, several terms such as force, inertia, acceleration, etc,have to be modified. In this document, the terms used with “i”nertialpropulsion devices will simply have an “i” (italicized letter “i” as inthe imaginary unit in mathematics and engineering) as the first letterin the terms. The terms are referred to as iterms. Examples are asfollows: iforce, iinertia, ikinetic-energy, imomentum, ipower, andiwork. Those terms are defined in the following group. When working withinertial propulsion devices that do produce acceleration, then thenormal terms such as force, inertia, etc, without the “i” in front willapply.

iacceleration: The expression for acceleration when working withinertial propulsion devices as described in the Application. Theiacceleration will always be equal to zero.

iforce: The expression for force when working with inertial propulsiondevices as described in the Application. The iforce will always be equalto zero.

iinertia: The expression for inertia when working with inertialpropulsion devices as described in the Application. The iinertia willalways be equal to zero.

ikinetic-energy: The expression for kinetic energy when working withinertial propulsion devices as described in the Application. Theikinetic-energy will always be equal to zero.

imomentum: The expression for momentum when working with inertialpropulsion devices as described in the Application. The imomentum willalways be equal to zero.

ihorsepower=ihp: The expression for the analog to horsepower whenworking with inertial propulsion devices as described in theApplication. The iHorsepower=ihp=M_((IPD+PL))(iV), where M_((IPD+PL)) isequal to the sum of the mass of the rotors plus the mass of the payload(PL) and iV is the maximum design velocity of the IPD.

ipower: The expression for power when working with inertial propulsiondevices as described in the Application. The ipower will always be equalto zero.

ivelocity: The expression for velocity when working with inertialpropulsion devices as described in the Application. The ipower willalways be less than or equal to the maximum design velocity of a singlepair of rotors.

iwork: The expression for work when working with inertial propulsiondevices as described in the Application. The iwork will always be equalto zero.

INERTIA: The property of matter that manifests itself as a resistance toany change in the momentum of a body. Its value is based upon the totalamount of mass in the universe and the inverse square of the distance toeach particle of mass. It is similar to the resistance to motionexhibited by an object immersed in a fluid or gaseous medium. Theresistance to motion is a function of the viscosity of the medium. Indeep space, any body may be considered to be in free fall subject to agravitational vector equivalent to the summation of the gravitationalforces due to all particles of mass in the universe. The magnitude anddirection of this vector will vary according to its position in theuniverse.

INERTIAL PROPULSION: Inertial Propulsion is the ability to move oraccelerate a body in some direction without the use of a propellant orapparently without the application of an external force. The energyrequired to accomplish this must be contained within the body (forlimited movement or acceleration), or the body may generate the requiredenergy by harnessing energy that may be present in the aether, whetherit is electrical, magnetic, nuclear, gravitational, acoustic, or zeropoint energy for unlimited movement or acceleration. Any form of energypresent in the vicinity of the body may be said to exist in the aetheroccupied by the body unless it is somehow shielded from entering intothat space.

INERTIAL PROPULSION DEVICE (IPD): A device used to propel another massor vehicle or payload without the use of a propellant. See INERTIALPROPULSION UNIT (IPU).

INERTIAL PROPULSION UNIT (IPU): A device used to propel another mass orvehicle or payload without the use of a propellant. The term isinterchangeable with the term Inertial Propulsion Device (IPD), althoughthe term IPU is more general while the term IPD more often refers to aspecific device. Propelling a mass by interacting with the aetherinstead of pushing directly or indirectly against other mass such as apropellant or a launch pad. Indirectly pushing is through the use ofmagnetic, electric, gravitational, or other fields. Interaction with theaether will normally involve an accelerated mass such as may be found ina centripetally accelerated rotating inertial mass.

INERTIAL REFERENCE FRAME: The absolute reference frame as determined bythe very distant “fixed” stars. The stars actually do move, but notnoticeably in the time frame of an inertially propelled mission withinour solar system.

IPD: See Inertial Propulsion Device.

IPE: Inertial Propulsion Engine.

IPU: See Inertial Propulsion Unit.

LEVER ARM: The rod or shaft or axle from the center of mass of thespinning precessing rotor to its pivot point. The term lever arm is usedprimarily because angular momentum and torque about the pivot point iscommonly used in inertial propulsion calculations.

LIBRATION POINTS: Stationary points in a two body system where the sumof the gravitational forces and any centrifugal forces due to orbitalmotion exactly cancel each other. In the earth-moon system there arefive such points, identified as L1, L2, L3, L4, and L5. If the twomasses are labeled M1 and M2 with M1 on the left and M2 on the right,then L1 will lie between the centers of the two masses (and this couldbe below the surface of one of the two bodies), L2 will lie to the rightof the center of M2 (and could be below its surface), and L3 will lie tothe left of the center of M1 (and could lie below its surface). L4 andL5 are points in the plane of rotation of the two bodies which form anequilateral triangle with the two masses. Let M3 be a third test mass ofabsolutely negligible mass compared to M1 and M2 and let it be placed atL4 or L5. In each case the three bodies (M1, M2, and M3) are at restwhen viewed in a coordinate system which rotates at the appropriateconstant angular velocity. All five points are also called Lagrangianpoints, after their discoverer, Joseph Lewis Lagrange (1736-1813). L4and L5 are conditionally stable libration points and L1, L2, and L3 areunstable no matter what the ratio of M1 and M2 is. The masses of the Sunand the Earth also have two conditionally stable libration points. Inbetween missions, certain spacecraft have been parked at one of thesepoints for a period of several years. The masses of the sun and Jupitersatisfy the stability condition and so there might be expected to be anaccumulation of asteroids and other debris at these points. Such planetsasteroids have been discovered and are known as the Trojan asteroids andtheir libration points are also called Trojan points. The earth and itsmoon have stable L4 are L5 points. One of the stable points was used topark a space probe for several years between missions to comets orasteroids.

LIR Local Inertial Reference Frame

MASS MOMENT OF INERTIA: The product of the mass of a body times itsmoment of inertia. Its units in the FPS system are ft-lb-sec².

MASS TRANSFER: See Motion by Mass Transfer.

MCT: Motion by Charge Transfer.

MMD: Motion by Mass Displacement: To physically move mass out of itsusual or proper place. See Motion by Mass Transfer (MMT), the preferredterminology.

MMT: See Motion by Mass Transfer.

MOTION BY MASS TRANSFER: To physically move mass from one place toanother by reacting against another mass. It does not imply sustainedacceleration. In the case of inertial propulsion, mass transfer isaccomplished by cycles involving precession of a spinning mass withreduced inertia and the resetting of that spinning mass with fullinertia to its reference position by reacting against the housing.

MOMENTUM: The product of mass and velocity.

NATURAL PRECESSION: When applied to a spinning rotor, flywheel, or gyro,it is the circular motion of the center of mass of the spinning elementin response to the downward pull of the earth's gravitational field. Atany instant, the precessional motion is perpendicular to the planeformed by the downward gravity vector and the spin axis of the spinningelement.

NET MOVEMENT: In an inertial propulsion unit, the difference between theforward movement of the center of mass of the IPU during the reset cycleand a smaller amount of backward movement during the precession part ofthe cycle.

NUTATION: The oscillatory movement of the axis of a rotating body. For aprecessing gyroscope or flywheel, if the initial conditions are suitablychosen, the precession angular velocity will be constant. If the initialconditions are so carefully chosen, the spin axis will bob up, down, andsideways, sweeping out a periodic path superposed on the steadyprecession. This periodic motion which is superposed on the steadyprecession is called nutation.

PASSIVE MASS: A non-spinning mass. For a flywheel, the active mass isthe circular spinning element and elements such as an axle or hub thatare non-rotating would be considered as PASSIVE MASS. To maximize thelift for an inertial propulsion unit, it is important to maximize theratio of the active to the total mass (active plus passive). That partof the mass of the complete vehicle, payload, housing, gimbals,including everything except the active mass which consists of thespinning rotor and its axle, if it is also spinning.

PIVOT POINT: The point inline with the spin axis, the forcing torqueaxis, and the axis about which precession takes place. By design, thepivot point may be designed to be hollow or void empty of any mass,containing only vacuum energy.

PLATFORM: A platform is defined as having a total of four basic elements(four rotors) on it, two of which are precessing while the other two areresetting. Of the two that are precessing, one is precessing CW and theother is precessing CCW for the purpose of canceling all torques tendingto rotate the vehicle. The two that are precessing are precessing inphase with each other, but in the opposite direction. Likewise, the twobasic units that are resetting are being reset in synchronism with eachother and 180 degrees out of phase with the other units.

PRECESSION: There are several types of precession depending upon thecircumstances. They might be classified as NATURAL precession, FORCEDprecession, CONSTRAINED precession, and UNCONSTRAINED precession.Natural precession is precession in the horizontal plane due to gravity.An example of Forced precession might be car on a circular race trackwhere the back wheels represent spinning rotors and they are forced toprecess on the circular path of the race track. Constrained Precessionis when a torque is applied, for example, about the vertical axis of anaturally precessing rotor and the rotor is prevented or constrained tonot rise in response to the applied (forcing) torque, in which casethere will be a “back reaction” to the axis to which the torque isapplied. Unconstrained precession is, for example, the unrestrictedvertical movement of a naturally precessing rotor in response to aforcing or slowing torque applied about the vertical axis.

Natural precession is defined as the motion of the axis of a rotatingbody which describes a conical surface when a torque is applied to it soas to tend to change the direction of the axis. The precessional motionof the axis at any instant is at right angles to the plane defined bythe direction of the torque and the spin axis of the rotating body. Thetime rate of change of angular momentum about any given axis is equal tothe torque applied about the given axis. When a torque is applied aboutthe pivot point of a spinning rotor and the speed of the wheel is heldconstant, the angular momentum of the rotor may be changed only byrotating the projection of the spin axis with respect to the input axis,i.e., the rate of rotation of the spin axis about the output axis isproportional to the applied torque. This may be stated in an equation asthe applied Torque is equal to the product of the angular momentum(about the spin axis) and the precession angular speed (of the spinaxis) about the precession axis.

If a forcing torque is applied about the vertical axis of a rotorprecessing naturally in the horizontal plane, then the angular velocityof the vertical precessional rise of the rotor in response to theapplied torque (T) is given by dividing the applied torque by theangular momentum about the spin axis. This states that the vertical riseis directly a function of the applied torque; however, without theangular momentum stored in the kinetic energy of the spinning rotor, itcould not rise in precession. The spinning rotor, or rather its angularmomentum about its spin axis, is what converts a forcing (or hurrying)torque into an increase of the vertical angle of the rotor axis aboutthe pivot point, which may also be seen to be a lift generating action.

Why does natural horizontal precession speed up as the rotor slows down?It is because as the rotor loses speed, its angular momentum (which isin the denominator) gets smaller so the precession angular velocityincreases. A factor which can cause it to rise as it increases inangular velocity is that the radius of the precession path is gettingsmaller while trying to maintain angular momentum.

PROPEL: To drive forward or onward by or as if by means of a force thatimparts motion. To propel does not necessarily imply acceleration or theapplication of a force.

PROPULSION The action or process of propelling. The term propulsionincludes motion by mass transfer. The term does not necessarily implyacceleration or the application of a force, even though common usageimplies acceleration of the application of a force. However, during VMTinertial propulsion, the reset stroke does apply and remove a forceduring each cycle and for each cycle of HMT, the traction wheel doesapply and remove a torque about the vertical axis.

PUSH: To press against with a force in order to drive or impel.

RESET MOTION: During a VMT inertial propulsion cycle using precessingmasses, the moving of a spinning rotor back to its reference positionwhile it is not precessing.

RESET STROKE: The mechanical operation of the reset motion by the resetactuator. See Reset Motion.

RESET TRACK: See Retrace Path.

RETRACE PATH: The path that the spinning or active mass follows on itsway back to its reference position during an HMT cycle. It is notprecessing during the retrace motion, but the active mass is beingpushed or it is propelling itself back to its reference position by theturning action of its rotor or axle against the retrace path whiledrawing its energy from the kinetic energy of the spinning rotor.

RESILIENT: Capable of withstanding shock without permanent deformationor rupture. A structural beam would be considered resilient within itselastic limits. As applied to inertial propulsion, it is a combinationof springs and shock absorbers or electromagnetic damping to smooth outthe velocity variations of the vehicle or housing while the spinningrotor precesses and resets.

ROLLING PIN ROTOR: A special case of a solid disk rotor where thediameter of the rotor is as small as its axle diameter and the length ofthe “long axle” is really the width of the disk. In the case of an RPR,the axle or lever arm will have a larger diameter than would otherwisebe required to support a disk rotor during forced precession or a resetaction, in which case the axle contributes a negligible part to theangular momentum of the rotor-axle assembly.

ROTOR: A disk or flywheel capable of being spun and considered theactive mass in an inertial propulsion unit employing one or more suchdevices. This term is used in contrast to the term gyro or gyroscopewhich implies a significantly more complex and different device.

RPR: See Rolling Pin Rotor.

SELF-LEVELING: As shown by FIG. 46, the basic HMT IPD will remainhorizontal when its outer ring is mounted inside of a gimbal allowingfor vehicle pitch movement and a roll bearing allowing for vehicle roll.Under these conditions, the HMT IPD will remain perfectly horizontal byvirtue of the fact that gravitationally induced precession is bydefinition and reality in the horizontal plane.

SPACE ENERGY: Also called Zero Point Energy^(9,11,13,15,16,17), VacuumEnergy, or “Free Energy”. The electromagnetic zero-point radiation thatexists at a point in the vacuum even if the temperature at that point isabsolute zero. Recent observations and tests indicate that there is avery large amount of zero point energy (ZPE) or space energy at everypoint in space, possibly even of the order or magnitude of nuclearenergy. Harold E. Puthoff and Harold Aspden are recent exponents of ZPE.To any device employing this space energy at any fixed or movinglocation, the source of space energy would be virtually inexhaustiblesince the earth rotates on its axis, revolves around the sun, moveswithin our galaxy, and also moves with our galaxy. It would beinconceivable to deplete any localized region on or near the earth ofthe space energy that it comes in contact with.

SUPPORTING RING, CIRCULAR: The support ring is a circular ringimmediately below a bearing on the rotating axle of the precessingrotor. For 180° it supports the rotating axle and disk so that it doesnot precess. During this 180° the other half of the rotating axlepropels itself through friction with the reset track. During the other180° the support ring drops down slightly to allow precession and actsas a safety barrier in case the rotor axle were to fall out ofprecession and dropdown.

SUSTAINED ACCELERATION (SA): The continuous application of a force (suchas that produced by a rocket engine) to an object will cause the objectto continuously accelerate.

THRUST: To push or drive with force applied for a period of time. Forceapplied to an object to move it in a desired direction.

TORQUE: The turning moment exerted by a tangential force acting at adistance from the axis of rotation or twist. It is equal to the productof the force and the distance in question. Its units are force timeslength.

TRACTION SUPPORT BEARING: A bearing on the axle normally on the oppositeof the axle that the rotor is on. It maintains tight contact with thesupport ring so that it will literally hold the traction wheel on theother side of the axle down on the traction ring to provide goodtraction.

UCM: Uniform Circular Motion

URF: Universal Reference Frame

VACUUM ENERGY: Also called Space Energy or Zero Point Energy. See SpaceEnergy

VMT (VMMT): Vertical Motion by Mass Transfer. VMT in a gravitationalfield is useful where the maximum velocity is greater than the escapevelocity of the gravitational field in question or for any orbitalapplications where the gravitational field is cancelled by thecentrifugal acceleration in the orbit. See Escape Velocity.

WORK: The transfer of energy from one system to another. The unit ofwork is thus the same as that of energy; in the MKS and SI systems it isthe joule, and in the CGS system the erg.

ZERO POINT ENERGY: Also called Space Energy or Vacuum Energy. See SpaceEnergy.

REFERENCES

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1. A gyroscopic device using precession to move an arm back and forth insemi-circular paths comprising: a support ring and a traction ring, eachof which are 180 degree arcs having unequal radii, the traction ringbeing positioned above the support ring, only one moving arm rotatingabout said traction ring and said support ring, said one arm comprising:a circular rotor at a first end, a traction wheel at a second end, saidtraction wheel contacting the traction ring, and an axle bearingcontacting the support ring.
 2. The gyroscopic device of claim 1 whereinsaid circular rotor has greater than 95 percent of its rotationalangular momentum substantially in its periphery.
 3. The gyroscopicdevice of claim 2 wherein said arm also includes an electrical drivemeans to spin said circular rotor and said traction wheel, saidelectrical drive means is concentric with said circular rotor, and saidelectrical drive means positioned to contribute zero net angularmomentum to said circular rotor.
 4. The gyroscopic device of claim 3wherein said traction ring and said traction wheel posses a high degreeof traction between the two sufficient for rotation of the tractionwheel by the electrical drive means to propel said arm.
 5. Thegyroscopic device of claim 4 wherein said arm also includes an axle toconnect said circular rotor, said axle bearing, said electrical drivemeans, and said traction wheel in that order.
 6. The gyroscopic deviceof claim 5 wherein said arm moves in a backward direction during 180degrees in a precession phase and forward the other 180 degrees in atraction propelled phase, the Newtonian reaction to said circular rotorbeing unequal for each half of the 360 degrees.
 7. The gyroscopic deviceof claim 5 wherein said circular rotor has a predetermined diameter andthe traction wheel has a predetermined diameter that is smaller then thepredetermined diameter of the circular rotor.
 8. The gyroscopic deviceof claim 5 including a housing wherein said housing supports thetraction ring, said support ring, and may support multiple decks ofgyroscopic devices, said housing moving back and forth as a reaction tothe motion of the arm.
 9. The gyroscopic device of claim 8 wherein apitch gimbal and a roll bearing are attached to said housing to allowsaid support ring and said traction ring to always remain horizontal dueto the action of said rotor on said support ring and said traction wheelon said traction ring.